elihoole/asrs-aviation-reports huggingface dataset:
Date: 201410
Local time of day: 1201-1800
Location: IND.Airport, IN
Flight conditions: Marginal
Weather elements / visibility: Cloudy; Rain
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While holding short of 23L; ATC cleared us for takeoff. We began to pull forward to take the runway when we noticed an aircraft break out of the clouds on short final. We mentioned to each other that the aircraft looked fairly close but it was difficult to tell with the visibility. We stopped with our nose barely over the hold short line and questioned ATC. He then said we were clear for takeoff on Runway 23R. We reminded him that we were on 23L and he then stated to hold short and thanked us for questioning the takeoff clearance. The other aircraft landed without any further issue. We should have questioned ATC before taking the runway once we saw the landing lights and aircraft break out of the clouds.


Second narrative: While holding short of Runway 23L; we were cleared for Takeoff. I did see an aircraft on final approach; but with the low visibility it was hard to gauge the distance. In hindsight; I think I had an optical Illusion happen when I was viewing the aircraft on final approach. Due to the low visibility; I saw that the lights of the aircraft were looking small (thinking it was a bigger aircraft that was further away); but instead it was a smaller aircraft that was closer. We started to taxi onto the runway and the aircraft broke out of the clouds and was on a short final. We stop immediately and queried ATC. They had us hold our position and the aircraft landed safely. It seemed that the Tower controller was confused about which runway we were occupying and didn't seem to be aware of the landing aircraft on our same runway. I should have queried ATC before we took the runway; since I did see the Landing lights of the aircraft on final approach. I could have used our TCAS to figure out the distance of the landing aircraft from us.


Synopsis: EMB175 flight crew reports being cleared for takeoff with an aircraft on short final. The aircraft is stopped just over the hold short line and the Tower is queried. The Tower confirms the hold short after learning the crew is holding at Runway 23L and not 23R.
Date: 201903
Local time of day: 0001-0600
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On arrival into LAX on the HLYWD 1 STAR after getting cleared for the ILS 25L; the Captain (Pilot Flying) set in the FAF altitude into the altitude selection window and confirmed the aircraft was in LNAV and VNAV PATH.  At some point the aircraft dropped out of VNAV and started to go low on the mandatory altitudes at KRAIN; TAROC; DYMMO; FUELR; GAATE; and HUNDA and reached the altitude of 1900' which was set in the window. At that point I noticed that we were low in reference to the ground and commented that we were low; at which point the Captain rechecked the aircraft automation and saw that the VNAV had disengaged somehow; and was not provided altitude protection on the mandatory points aforementioned. We were visual with the airfield still [in sight] at that point.  ATC asked us of our status and noticed we were low and asked if we were visual with the airfield as well; to which we replied we were. We continued in at 1900' MSL and intercepted a visual glide path at 1900' to land uneventfully on Runway 25L.Everything was accomplished in accordance with proper procedure when it comes to being cleared for the approach while descending with the STAR; the LNAV and VNAV was confirmed before setting in the FAF altitude; and somehow the aircraft became disconnected from VNAV without anyone noticing until it was much later. The prevention of a situation from occurring again lies in not only accomplishing the procedures correctly but also continuing to check more frequently that the aircraft is in fact doing what it's supposed to; even after you already knew it was. This is a case of too much of reliance on automation and thinking that just because the aircraft and FMS were doing what they were supposed to at first; doesn't mean they will continue to do so throughout the flight. An increased crosscheck of FMS errors and possible deviations would hopefully catch an error much sooner and prevent a deviation like this from occurring again in the future.




Synopsis: B737-700 First Officer reported the aircraft descended below charted altitude on approach to LAX when it dropped out of VNAV.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Learjet 31
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: There were build ups in the area and [we] were getting vectors around weather. Once we started climbing into the teens; we noticed the left engine's oil pressure gauge was indicating slightly low; on the border between the green and yellow; approximately 38 psi. The needle was bobbing a bit. We took note of it and were monitoring it as we weren't sure if the gauge was getting ready to fail or if we had an impending issue developing. All other engine indications were normal; including oil temperature. I asked the First Officer to get out the checklist for low oil pressure for review in case we needed it. In the meantime; knowing the gauge was AC; I checked the inverter for proper indications; and everything was normal; as well as all other AC items. The red low oil pressure annunciator light is separate from the gauge; so we decided to wait and see if that light would come on (confirming an actual low pressure situation versus a failed gauge) before commencing any checklists. We reviewed the checklist; and it said for oil pressure between 25-38 psi; to reduce power if necessary to maintain oil temperature; if the pressure dropped below 25 psi (which the annunciator would come on); to perform an engine shutdown in flight. We advised ATC we had a potential oil pressure problem and that we were monitoring and would advise. At that moment the pressure dropped below 25 psi and the annunciator came on. I brought the power to idle on the left engine; leveled at FL260 and we did the engine shutdown in flight checklist. [We] advised Center and requested closest airports. I told the First Officer that I wanted an airport with a control tower; trucks; and at least a 5;000 foot runway. We decided to divert to [an appropriate alternate] for the single engine landing. We broke out about 2;500 feet and had the runway in sight. We were able to do a visual approach and landed uneventfully. Maintenance found a damaged aneroid in the oil pressure relief valve.




Synopsis: LR31A Captain reported diverting to an alternate airport after a precautionary shutdown of the left engine following a low oil pressure indication.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Listened to ATIS prior to taxi. It included a note that Tower had ceased operations; along with the automated 1-minute weather data. I tuned and monitored CTAF frequency and began taxi toward the runway in use. Shortly after I entered the movement area and joined the parallel taxiway; Ground Control asked if I was on frequency and said the Tower was still open. I advised that I had just listened to the ATIS which stated the Tower was closed. He said he puts that up a few minutes prior to the actual closure so that he doesn't forget; and issued a taxi clearance to the active runway. Tower closed for real shortly after my takeoff.Many local towers are operating during unusual hours due to the pandemic; and this is one of them. Still; maybe wait until the Tower is actually closed prior to posting the ATIS which says it's closed.




Synopsis: Pilot reported listening to the ATIS which stated the Tower was closed; and started a taxi towards the runway when Ground called the pilot and advised Tower was still open.
Date: 201903
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Powerplant Fire Extinguishing
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Other / Unknown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Company Policy

Narrative: Number 1 engine; Number 2 squib was removed to comply with [log write up]. Replacement squib could not be located or shipped. Direct supervisor instructed technicians to reinstall known bad part. Technicians being intimidated to do tasks that are unethical and unsafe are unacceptable; just to get the aircraft out. This seems to be a recurring issue on midnight shift.




Synopsis: Maintenance Technician reported being pressured to reinstall a known inoperative part when the replacement part was unavailable.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: ZZZ Ramp Crew at Gate XX loaded Dry-Ice and a Live Animal (Dog) into the forward cargo bin; as the Captain I was never given a NOTOC or was even told about the dry-ice. The closeout only reflected the Live Animal in F1. Once I was made aware of the issue in ZZZ1 I immediately checked on the live animal and made sure it was okay. [This was caused by] insufficient and poor job skills from ZZZ ramp crew at Gate XX.




Synopsis: Air Carrier Captain reported undocumented DG transported and a Hazmat cargo load segregation violation by loading dry ice in same cargo compartment with live animal. No NOTAC provided to flight crew during preflght.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Luscombe Model 8/Luscombe 50
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Sea; Flight Crew Glider; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was flying with student advising of route I wanted him to fly during his supervised solos. Since wind was calm I had him depart; circle to West about three miles; re-enter pattern on 45 to downwind; execute an approach and land. He would then taxi to the end of runway XX and repeat the above per my clearance.We enter the downwind and he clearly announces doing so. I then noticed a Piper Cadet about 3 miles to SE in a descent toward our airport. By the time we reach midfield the Cadet was at our altitude and cut across around midfield heading right to us. I deviated right out of pattern and circled back onto downwind and which time the Cadet was about 2 miles to the SW and then headed directly to ZZZ1.After contacting the ZZZ1 tower the chief noted the aircraft came from a local flight school. The manner in which the flight was flown looked as if an instructor was practicing simulated engine failure with a student but no talking on ZZZ CTAF.




Synopsis: GA Flight Instructor reported an airborne conflict while on downwind.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Under positive control of Ground Control; we were cleared to push from [the] Gate onto Taxiway A. We subsequently were cleared to taxi northeast bound on A; and my First Officer (FO) physically looked right; and stated 'Clear right.' We were approaching the taxi line at about a thirty degree angle when I heard Ground Control broadcast to a light aircraft; 'I told you to give way to Company.' I looked to our right; and saw a small aircraft; veering away from us; and passing on our right; maybe forty feet away. I was startled by the unexpected appearance of an aircraft passing us; and thankfully was only moving at perhaps less than eight knots ground speed; on a single engine taxi with minimal 32% thrust; when I saw the aircraft; so I only had to decelerate slightly to allow the aircraft safely pass. Ground Control gave the other aircraft a slight verbal admonishment; and we continued our taxi as instructed.




Synopsis: Boeing 737 Captain reported a ground conflict with an aircraft that had not followed ATC instruction.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Troubleshooting; Time Pressure; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi; Pre-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Procedure; Company Policy; Aircraft
Primary problem: Ambiguous

Narrative: During pre-flight check of aileron trim indicated normal of 0 units of trim. Just prior to pushback when we turned on hydraulics the ailerons deflected 2 1/2-3 units to the right on the control wheel. [We] went back to the gate for maintenance. They turned the hydraulics on and off and saw the same problem we did. They called Maintenance Control; came back; turned on hydraulics; zeroed out the trim. The aileron trim now remained at 0 with hydraulics on or off; signed off book. Management charged us (flight crew) with an AVOIDABLE delay. I feel that Management is falsely accusing the flight crew and putting pressure on myself and the Captain to not properly handle maintenance items for the sake of on time departures.




Synopsis: A B737-800 aileron trim was not centered with hydraulic power ON so they returned to gate where Maintenance Control had Mechanics zero the trim and released the aircraft but charged the crew for the maintenance delay.
Date: 201404
Local time of day: 0601-1200
Location: BIL.Airport, MT
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight phase: Climb
Airspace: Class E BIL
ATC / advisory: TRACON BIL
Second aircraft: PA-34-200T Turbo Seneca II
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was IFR with broken clouds broken at 13;000 MSL; visibility was not unrestricted but still VFR maybe 20 miles. I was initially cleared to 7;000 after a short level off approach cleared me to continue my climb to my filed altitude of 9;000 after I started the climb at 500 FT/min they notified me of traffic at 2 O'clock 8;000 FT as I looked a Piper Seneca (maybe a Seminole) passed us from under my front cowling from about the 12:30 position at a 30 degree angle with my nose and under my left wing. It was close enough the profile of the aircraft fit between the nose and the spinner of my left engine. When this happened I was at about 7;700 FT about 35 miles out from BIL talking to Approach. I notified Approach and they asked if I saw him on TCAS. I informed him I did not have traffic in the aircraft. They notified me he was maneuvering VFR and they were not taking to him. I'm not sure what I could have done I did not take any evasive action because I saw him only as he passed from under my nose right to left and then was behind me. If I was unsure of his position relative to mine I could have sought vectors around him; however the time between them calling traffic and it passing under me was probably less than a minute.




Synopsis: Cessna Captain reports an airborne conflict with a PA34 at 7;700 FT during climb to 9;000 FT. The traffic was pointed out by ATC but not sighted until it was too late to maneuver.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
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: Pneumatic Valve/Bleed Valve
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
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the descent we noticed the left duct pressure was continuously fluctuating. We made a Maintenance write-up and Maintenance locked out high stage system per the MEL. The left engine high pressure shut off (HPSOV) now was inoperative and secured closed. I accepted the aircraft for our next short flight up the coast. During our climb the LT ENG BLEED OFF light illuminated on the overhead panel and the left duct pressure dropped to 9 PSI. No other non-normal indications were observed. After we were in cruise at FL380; however; as I was communicating with Maintenance on ACARS about the problem the Cabin Alt; Master and Aural Warnings all illuminated. We put our oxygen masks on; requested and were given clearance for an immediate descent. We accomplished the Cabin Altitude Checklist from the QRC. Once at an altitude of 10;000 FT we evaluated our options and briefed the flight attendants and Passengers. They reported that; other than being a little startled with the rapid descent and slight ear discomfort; everyone was OK. The cabin altitude did not exceed approximately 12;500 and the passenger oxygen masks did/were not deployed. We determined we were able to proceed to our destination. I contacted Dispatch and Maintenance on #2 VHF radio and all agreed we were good to proceed to continue. Dispatch sent a new flight plan with the new burn and time. I requested Customer Service meet the aircraft in case any passengers may have had any concerns. The next day; Maintenance found the PRSOV Manual Override shaft broken and replaced it along with the regulator.




Synopsis: A B757 crew suffered pneumatic bleed valve problems on two successive flight segments culminating in a loss of pressurization and an emergency descent to 10;000 FT. Passenger masks did not deploy and they were able to complete the flight to destination.