elihoole/asrs-aviation-reports huggingface dataset:
Date: 201704
Local time of day: 1801-2400
Location: MYF.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: Tower MYF
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; 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; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X checked in on the visual approach a lot further away from the airport than most aircraft; which I made mental note of immediately. I observed aircraft X descending rapidly as if he was trying to make a descent into SEE airport instead of MYF. I issued a low altitude alert; and asked the pilot to verify he had MYF in sight and gave the pilot position of both SEE and MYF. The pilot stated he was looking at the wrong airport. I asked the pilot if he had MYF in sight and the pilot responded negative. I then coordinated with TRACON and asked if I should switch aircraft X to one of their sectors; and switched the aircraft back to TRACON. The aircraft was barely above SEE Delta Airspace and well below the Minimum Vectoring Altitude (MVA) on an improper clearance without MYF in sight.Ensure TRACON controller is aware of the proper procedures for a visual approach when multiple airports are in close proximity. Pilot must be informed of the position of all airports and asked to report the airport of intended landing in sight.




Synopsis: A Tower Controller observed an aircraft cleared for a Visual Approach making the approach to the wrong airport.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Experienced power fluctuations in flight +/- 100rpm. Noticed turbine inlet temperature gauge was reading zero and determined the cause to be a turbocharger failure. Made an immediate turn toward [nearby airport] and notified ATC of engine trouble and the need to land. Added full prop/throttle/mixture; selected both fuel tanks; and engaged the auxiliary fuel pump to ensure fuel was not the cause of the problem. Continued toward the airport and approximately 2 NM away from the approach end of runway 17 lost 1000 rpm at full power. [Notified ATC] at that point and entered a right base for 17. Turning base to final; engine seized and stopped completely. Landed safely and coasted off the active runway onto taxiway D. Mechanic's initial diagnosis is that the turbocharger seized and broke apart causing the engine to fail.




Synopsis: The pilot of a C206T reported a loss of engine power due to an apparent turbocharger failure.
Date: 201605
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cruising at Fl380; the Cabin Alt. Light and Aural system activated. Was not an explosive decompression and after a few seconds we donned our O2 masks; selected 100%; and I made sure we could communicate. Scanned the systems and we saw no immediate abnormal indications so we grabbed the QRH.During the completion of the QRH we noted the cabin altitude was rising; so we started an emergency descent. Center was notified of the descent; and we were cleared to 10;000 feet and asked for divert. QRH for this was completed. Contact with cabin crew was made to make sure they were on their oxygen and a quick rundown of what was going on. Descending thru Fl250; we got a Bleed Trip off indication (left side); and the QRH for that was completed with the bleed resetting. Company was notified of the diversion. Contacted cabin crew passing 18;000 feet to give a more complete rundown; and told them no evacuation; normal landing; and 20 minutes out. Airport was called and let them know we were on the way. We were cleared to 8;000 feet and passing 10;000 feet; our masks were removed and we told the cabin they could remove theirs. We set the plane up for a landing on 03R and we knew we were overweight so we configured early. Brief was completed roughly at 6;000 feet and approach checklist completed. Again spoke with the flight attendants to again let them know that normal landing and no commands on their part would be needed. We landed at approximately 134;000lbs. with a vertical descent of 200fpm or less. Normal taxi to the cargo area and passengers were deplaned to busses to the terminal after a 45 minute wait on the busses. Flight attendants did at least one water service on the ground and Lav's were also available and the plane was kept cool. Passengers were kept informed as to what was going on and the lead FA made sure all messages were translated and questions answered. Each and every one of these crew members did an outstanding job during a difficult situation. They kept the passengers calm and made this emergency situation end smoothly.


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


Synopsis: Air carrier crew experienced a depressurization during cruise requiring a divert to a nearby airport.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Assigned an additional day at the end of my 4 day pairing. This was after very short layovers with days approaching maximum FAR flying time. Pairing had layovers in ZZZ1; ZZZ2 and ZZZ3; touching ZZZ every day. Upon arrival in ZZZ from ZZZ3 I realized that I would violate (airline's) policy of not knowingly flying fatigued if I continued to ZZZ1. This was cumulative fatigue with at least two contributing factors; arriving at the ZZZ3 hotel at XA00 and being unable to procure food form the hotel or local businesses due to COVID closures; long days and short nights with multiple mid-continent flights. In the morning at ZZZ3 we realized the airplane was through catered and a snack pack was our only nutritional option.My attention as PM [during] the flight was not up to my normal standards. Then as PM in the terminal area in ZZZ I missed the dog leg to final radio call from approach and had to be called again to receive approach clearance.Stop building reserve pairings that could not be built as a normal pairing. Reserve pilots deserve the same consideration for rest and fatigue that are afforded to line holders. These are strange time with COVID; but hotels should still be able to provide meals for crew.




Synopsis: Air Carrier Captain reported fatigue issues while flying as a reserve pilot for a 4 day pairing during the COVID-19 pandemic.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ; Tower ZZZ
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise we turned on Stab fuel pumps and several minutes later we had imbalance of 3000 between 1 and 4 main fuel tanks. We ran imbalance checklist which led us to fuel leak checklist. But checklists did not seem to address issue. The fuel imbalance stopped at 9000 lbs. or more and after Stab fuel tank empty. We turned off #4 main pumps trying to stop what appeared to be a leak. It seemed to work. Maintenance Control seemed to think it was a gauge error but things did not add up with fuel Totalizer; calibrated and between individual tanks. The plane seemed in trim. The FP fuel was not far off yet we were not comfortable flying over the ocean not knowing for sure if there was a gauge error or leak. So we diverted after jettisoning fuel. The jettison system had some difficulty keeping the fuel in balance on the right side. After landing the mechanics did a fuel stick and discovered that the gauges were correct. Which led us to believe we had lost 7 or 8 thousand pounds of fuel somehow. We may have landed over weight by about 2000 pounds but the landing was very smooth.


Second narrative: As a crew we accomplished the fuel dump procedure due a diversion. We planned on landing at max gross landing weight. However; upon touchdown we noticed that we landed 2-3 thousand lbs. overweight. Normal touchdown in the touchdown zone and rollout accomplished.


Synopsis: B747 flight crew experiences a fuel imbalance several minutes after turning on the stab fuel pumps in cruise. Whether a leak or a gauge anomaly is involved cannot be determined and the crew elects to return to the departure airport.
Date: 201503
Local time of day: 1801-2400
Location: CYYC.Airport, AB
Flight conditions: VMC
Weather elements / visibility: 40
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
ATC / advisory: Tower CYYC
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Had pilot bulletin about CYYC EGPWS unreliable on some aircraft. VMC clear. Got a Too Low Terrain warning on short final approach approximately 50-75 ft. AGL to RWY 35R. ATIS report was 40 mile vis. Clear skies. FO was hand flying; Captain monitoring pilot. Instead of reaching over the throttle quadrant and flap lever to inhibit terrain possibly causing a subsequent abnormal situation; knowing that the landing is safe; I opted of having FO land the aircraft.




Synopsis: B737 Captain reading a company bulletin concerning false EGPWS warnings under certain circumstances; then experiencing an EGPWS terrain warning at 50 feet on final to Runway 35R at CYYC. In VMC with the First Officer flying; the Captain allows the approach to continue to landing without silencing the warning.
Date: 201501
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: IMC
Weather elements / visibility: Fog
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: Very low visibilities. Deicing operations in effect due to heavy fog and freezing temps. Visibility was 2 aircraft lengths at most in many areas. After deicing on RWY5 west pad short of B; we were cleared to turn right on A4 and call Ground Control. Ground advised us to turn left on A and hold short of G. This is not a pure 90 degree left turn; it involves two 45 degree left turns. We looked for airport signage to assist us and there was none. We almost taxied onto the cargo ramp but decided to make a harder left turn looking for verification of taxiway A; again there was none. There needs to be a sign there indicating A5 Cargo 45 degrees right and A 45 degrees left at that intersection. The next A sign we saw was down by A6. That is too far in a low visibility situation. Lack of proper; helpful signage. Yes there are a thousand signs on the airport; but there needs to be one at this intersection.




Synopsis: Air carrier pilot reports confusion after being cleared to taxi via A4 left on A in very low visibility conditions. The intersection of A with A5 is the cause of the confusion with the reporter being unsure which way to turn.
Date: 201710
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: B737-800
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Airspace Structure; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Aircraft X was eastbound at 37;000 ft coming from Denver Center. Aircraft Y was northeast bound at 37;000 ft also coming from the same sector on a converging course with Aircraft X. The Radar controller took the handoffs on both Aircraft X and Aircraft Y approximately 30 miles inside the adjacent Center boundary and they transferred communications on both aircraft even though they were going to lose separation inside their airspace. The Radar controller immediately turned Aircraft Y 15 degrees left to go behind Aircraft X. Because the winds were from the northwest at 70 knots Aircraft Y lost some airspeed in his turn. If not for the wind direction and the turn by the controller; separation would have been lost. Aircraft Y passed about 6.5 miles behind Aircraft X. I added Aircraft Z to the list of aircraft involved because Aircraft Z was just north of both aircraft; eastbound and at 37;000 ft. The Radar controller had to time the turn back on course with Aircraft Y otherwise separation would have been lost between Aircraft Y and Aircraft Z.Send a team of investigators to ZDV to find out why they are not required to separate aircraft!




Synopsis: ZMP Center Controller reported an adjacent Center controller handed off two aircraft that were converging inside their airspace.
Date: 202111
Local time of day: 1801-2400
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cooling Fan; any cooling fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; 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 Diverted; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Faint burning smell that turned into a sweet smell; lasted approximately two minutes in cockpit only; cabin crew could not smell anything. 30 minutes later substantial vibration noticed below floor of cockpit in avionics bay. Flight was diverted and Maintenance found ventilation blower fan in avionics bay had lost its bearings and was grinding.




Synopsis: Air carrier flight crew reported a fumes event during cruise. After troubleshooting flight crew executed a safe mechanical diversion.
Date: 201510
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The clearance was descend via the DYAMD arrival after ARCHI fly FMS bridge via routing only. Descend via arrival except after ARCHI maintain 8;000. ATC slowed us to 250; 230; and then 210. Descend maintain 8;000 then descend and maintain 7;000; which was before ARCHI. We used level change. We had briefed the pilot bulletin for the change at ARCHI and changed it in the FMC before descent. Next controller after we checked in descending from 8;000 to 7;000 told us in the future we should cross ARCHI at 8;000. We politely told him that our previous clearance was descend and maintain 7;000 from the last controller.The routing is confusing with these 2 arrivals because they both have CEDES but not FRELY; and CEDES has 2 different restrictions.


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


Synopsis: B737 flight crew experienced a misunderstanding with NCT TRACON descending on the DYAMD2 to join the FMS bridge visual 28R. The crew is told to maintain 8;000 feet after ARCHI then told to descend and maintain 7;000 feet prior to ARCHI. ARCHI should have been crossed at 8;000 feet.
Date: 202012
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Takeoff / Launch; Taxi
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Workload; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Aircraft was out of balance at start of my shift. It required the last row to be blocked. I sent a message to ZZZZ to do so and they did. At about 10 minutes before departure aircraft went out of balance again and I determined that the last 3 rows now needed to be blocked. ZZZZ called to find out why weights weren't generating and I advised that last 3 rows now needed to be blocked. He advised that aircraft was already out so I said I would handle it with Captain. I sent Captain that info via ACARS to block last 3 rows; but when I went back to double check the Load Program (LP) to verify that in fact the additional 2 rows needed to be moved and blocked; this time LP indicated that no rows needed to be blocked. I checked it 1 or 2 more times because it didn't seem right to me. LP again indicated no rows now needed to be blocked. So now I quickly sent Captain an ACARS to disregard moving the additional 2 rows of people as that would now be an unnecessary waste of time since no longer needed. I sent the disregard message and then released weights. Departure [load] control now did not indicate to block any rows-although row XX had been blocked from the beginning. As I thought about why LP would show 3 rows needed to be blocked; and then it indicated that we now didn't need to LP any rows; I checked the seat map (aircraft was airborne by then) and sure enough; Operations had gone in and shown last 3 rows blocked but never spoke with the crew. They should not have touched the seat map since they did not physically move anyone. And since they are not supposed to do that; it didn't occur to me that they had. But that is why LP did not show I needed to block rows; it was reading that the rows were already empty. I called Dispatch and asked them to find out from crew exactly which rows were blocked on take-off. The answer was just row 34-the last row. I verified with ZZZ; and they advised that they had not told crew to move anyone; they just showed passengers moved out of last 3 rows. I advised ZZZ never to indicate passengers moved seats unless they have physically accomplished the move. They understand now.




Synopsis: Load Planner reported aircraft departed with blocked rows being occupied by passengers; contrary to the weight and balance report.