elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 0601-1200
Location: ELP.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Workload; Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Upon requesting gate information via ACARS; we received a voice contact requested. I contacted Ops inbound and was told the First Officer (me) needed to call Scheduling. After the required tasks were completed I did so and was informed that I was now operating Flight XXXX to ELP. I acknowledged this and started my way to the new gate. It was a four plus hour flight inbound and I stopped to use the restroom. When I arrived at the new gate; I was meet by the Agent who asked where I had been ('We have been waiting on you sign this').   It was the Release siting on her counter awaiting my signature prior to even being granted access to the aircraft. I explained to her I had just landed and needed to stop for personal reasons. As I walked down the jetway; I felt as if I had done something wrong. There was another Agent who radioed in 'he is here now.' Once I got my bags stowed and started my flow; I was interrupted by another call from Scheduling asking where I was at. I told them I was in the plane trying to get ready for departure.  The response I got was 'the Agent called them.'   At this point; I immediately went into the Red.   I felt as if I was being accused of delaying a flight that was already delayed to wait on my arrival. I immediately let Scheduling know I felt like I was being pressured. The Scheduler apologized immediately and I went on with my duties. When the Captain came back after doing my required walkaround; I asked why the confusion. He replied he was not sure but they were going to start overhead paging me until he told them that was not needed as he knew I had just gotten in. I am writing this because I feel that our recent training pointed out some real concerns with how things can go badly really quickly and this is one of those situations where SOME communication between Scheduling and Operations would prevent a Crew Member from hurrying his or duties from pressure outside the cockpit which was no fault of the Crew Member. We operated the flight without incident but  I feel it is important to point out the we left 23 minutes after I blocked in with both Crew Members and as aircraft change.




Synopsis: A B737 First Officer reported he felt considerable pressure to rush through his duties after a reassignment to another flight.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing; Thunderstorm; Turbulence
Light: Night
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: [We] encountered heavy static which caused us to lose communication with ATC. Large thunderstorms required us to deviate. Once we were clear of clouds communication was reestablished with ATC. We maintained last assigned altitude of FL290. There was no traffic on TCAS. We communicated in the blind to ATC. [We] tried 121.5 and ACARS. Unfortunately we lost COMM on ACARS too. Upon landing the Captain made a write up in the maintenance logbook. Suspect bonding.




Synopsis: An A310's enroute ATC and ACARS communications were disrupted as the aircraft deviated around thunderstorms at FL290. Once clear of the weather; normal communication were reestablished.
Date: 201903
Local time of day: 1201-1800
Location: UNV.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: Center ZNY
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: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During final descent into UNV from the southeast; NY Center cleared us for a visual approach to Runway 24. We requested direct WOREX Intersection (FAF on ILS to 24) and were cleared as requested. The First Officer set 3;100 feet on the altitude preselect (platform altitude) and began a visual descent. He did not realize that we would have to overfly a mountain ridge as we continued north toward WOREX. I was distracted and did not realize he had descended so low until we got a GPWS warning for terrain. We both immediately realized what was happening and corrected the situation by climbing to a higher altitude. We were clear of terrain at all times and in day VMC conditions. We continued toward the runway and performed a normal visual approach without incident.I realized the First Officer had descended sooner than I had expected him to; and as I was getting ready to advise him that the GPWS alarm would most likely be triggered due to the mountain ridge; the GPWS went off.Lack of situational awareness. We should have known that descending so soon without the gear down would trigger a GPWS alarm. The First Officer executed a climb to higher altitude. This incident was caused by lack of situational awareness in both pilots. We will use more caution next time when cleared to descend into mountainous terrain.




Synopsis: EMB-145 Captain reported receiving a GPWS terrain alert on a day visual approach into UNV.
Date: 201606
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: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I did my preflight and run up; everything checked out so I proceeded to take off. After my turn out at about 1500 ft I noticed my right tank fuel reading had dropped to empty after reading a little below half during my run up. I proceeded to make my call to Tower with my position and intention and asked to be expedited because of my fuel gauge reading. Tower instructed me to proceed at 1500 ft or below; remain on course and to enter the left down wind. I remained at 1500 ft; which was when my engine began to run rough. I checked all gauges and everything was good except for my oil temp which was showing red. After a few minutes the engine began to sputter; I knew there was no way I was making the airfield and I made the decision to find a field and get the aircraft down as soon as possible in a safe location before I entered a higher populated area. I initiated a left turn; ran my checklist; advised Tower of my intentions; and shot for a clear strip of grass away from all roads and property. I was able to execute a successful soft field landing without causing any injury to myself or anyone on the ground and keeping the aircraft; personnel; and private property from being damaged.




Synopsis: C172 pilot reported executing an off-field landing after the engine began to sputter and a developing fuel quantity issue.
Date: 201309
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Altitude Undershoot; 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 Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were given clearance to descend to FL240 from an altitude higher than FL310. As we began the descent; VNAV would not engage. I tried to enter a lower altitude so the VNAV would engage. The altitude I entered into the FMC was FL300. I thought we were all set and the descent was occurring. I later noticed we had climbed from about FL276 to FL300. We were supposed to be descending to FL240. After I noticed the aircraft level off at FL300; I immediately used Vertical Speed (V/S) to continue the descent. ATC did not notify us of the possible deviation. I think we should have monitored our FMC entries better. This would have prevented what occurred.




Synopsis: After experiencing some difficulty programming a clearance to descend to FL240 the Captain of a B737-700 realized that; instead of descending; the aircraft had climbed from approximately FL276 to FL300 where it had leveled.
Date: 201904
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On climbout from Los Angeles on the Summer 1 Departure; ATC cleared us direct DINTY after passing OLOF. We were approximately 12 miles in trail and ATC asked us to slow to 280/ Mach .77 for in trail spacing.At approximately DINTY fix; we encountered wake turbulence while the seatbelt sign was off. I ordered the flight attendants to take their jump seats and put the seatbelt sign on making an announcement.As the wake turbulence continued; we asked ATC for a 5 mile offset. The turbulence was moderate and a resultant severe roll of 40 [degrees] occurred before I disconnected the auto pilot and veered towards the offset quickly.Smooth air returned and we checked the flight attendants. No one was hurt; although the Lead Flight Attendant; upon coming to the cockpit later; mentioned that often time stiffness will occur the next day; but once again we were told no one had been injured or fallen.




Synopsis: B737NG Captain reported encountering wake turbulence at FL350 climbing out of LAX.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Other entire flight
Airspace: Class A ZZZ
Aircraft component: Liferaft
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Relief Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; MEL; Procedure; Staffing
Primary problem: MEL

Narrative: The aircraft Boeing 747-400 Freighter; Aircraft X; is equipped with two life rafts. I noticed that one life raft was missing and informed the Captain who contacted the Maintenance Department. In addition the aircraft logbook was showing the following MEL XX / FLOTATION EQUIPMENT (Crew and Passenger) (Life Vests) removed one raft for use on Aircraft Y; expires: Date. After we received confirmation from the Maintenance Department; that it is legal to operate the aircraft with just a single life raft; we conducted the flight from to ZZZ to ZZZZ crossing the Pacific. Meanwhile and after reviewing all applicable regulations; I found out; that this was in violation of 14 CFR 121.339(a)(2); which requires; that there are enough life rafts to accommodate all occupants of the airplane in the event of a loss of one raft of the largest capacity. The Maintenance Department further confirmed; that the second life raft was removed at the maintenance station; because it was needed on another aircraft. Furthermore the MEL is incorrect and about operating the aircraft without the required number of life vests; but not about the required number of life rafts. I also contacted the Director of Operations by email and informed him about the violation.




Synopsis: Relief Pilot reported that one life raft was removed for use on another aircraft and an MEL was applied that violated the FARs.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: First landing at an unfamiliar airfield. Clear weather and calm winds. Made a normal pattern entry; downwind; base and final approach for short field landing. On landing roll out; aircraft developed drift to the left which was corrected; but followed by right drift. Right tire found soft mud on right side of runway and right drift accelerated and progressed into a ground loop and before coming to rest in the grass to the right of the runway. Normal shutdown followed.Pilots of tailwheel aircraft must be ever vigilant of loss of directional control while landing. Soft turf on sides of the runway can make directional control more difficult.




Synopsis: Cessna 180 pilot reported a ground loop and runway excursion.
Date: 201901
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: This is my 2nd [report] regarding 757 cockpit windows. The problem is the same. The narrative is the same. Why has Maintenance not caught this in their own inspection procedures? There are three questions raised by this incident: 1. How often are the cockpit windows themselves inspected for bubbles; arcing and delamination. 2. Is there standard guidance on what is acceptable and what is not? 3. How does an airplane that has to be taken out of service for a window replacement make it through our current maintenance practices and be presented for a revenue flight in this condition when it passes through a maintenance base on every leg it flies? I'll start with number 3 first. The 757's pass thru our hubs every day and usually every leg except for the odd [Airport Code] or [Airport Code] flight. Still [Company Name] maintenance stations. Every leg a mechanic is charged to certify that the aircraft is safe for flight both structurally and legally. If so; and assuming the window's delamination process is slow and gradual and didn't happen that moment at the gate that day; how is this being overlooked; both by mechanics and pilots alike? Is there a process to inspect the cockpits regularly for structural; safety and 'must have for dispatch' items like life vests; paper; mini-tel headsets and the like? In this incident; the first mechanic said it was fine for dispatch. I reminded him that a structural window needed a mechanic with Inspector Authority to sign it off. He was the one that ordered a detailed inspection that eventually resulted in the aircraft being taken out of service. How did the gate mechanic not know that an IA (Inspection Authorization) needed to look at it? What guidance and process do the Line Mechanics have? Finally; number one: How often are the windows looked at for bubbles; milky areas and delamination? This milky delamination is caused by moisture getting in between the layers. Enough moisture freezing and thawing and then you get cracks or elements shorting out. The 3' rule on delamination bubbles is great; but milky areas are a window that is coming delaminated.




Synopsis: Flight Crew Member concerned about the process in place to inspect and maintain cockpit windows by an Air Carrier.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Center called me and APREQed a C172 at 030 for a GPS approach into ZZZ and I approved it. When the C172 checked in at 030 I cleared them to maintain 030 until established on a segment of the approach and cleared GPS approach. The C172 was still 15 miles outside my boundary. A little later I noticed a Low Altitude warning on the C172 and did not know why. He was still about 10 miles outside my boundary. I am unfamiliar with the MVA in that area and I then pulled up the MVA map. It showed the MVA at 037. Since the C172 was well past the antennae; I took no action.




Synopsis: TRACON Controller described a Low Altitude Alert when clearing an aircraft for an approach outside his airspace; the reporter not issuing a climb because the aircraft in question had already pasted to obstructing antenna.
Date: 201908
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
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: Communication Breakdown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I was on break when noticed an FA (Flight Attendant) being assisted by another FA to sit in empty seat next to my break seat. FA was administering First Aid. I asked another FA to wake the Purser; get medical personnel [to] use the same MEDlink procedures as we do for customers. I went back to flight deck early to coordinate with Dispatch and MEDlink. Unable to contact Dispatch over the pole due to out of Imarsat area and inoperative Iridium. Finally contacted Dispatch via ACARS and advised.




Synopsis: B777 Captain reported loss of communication on a polar flight complicated dealing with a Flight Attendant medical issue.
Date: 201304
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approaching approximately 4;000 feet during descent with the engines at idle and airspeed of 250 knots; the left engine simply failed. We had no unusual indications or obvious causes. We were in VMC with the airport in sight. We declared an emergency with ATC; accomplished appropriate QRH and normal checklist procedures and landed uneventfully. After a visual check by ARFF vehicles; we completed an uneventful taxi to the gate.Maintenance personnel determined the cause to be failure of a component associated with the Fuel Control Unit.


Second narrative: No substantive additional information was provided in the secondary narrative.


Synopsis: During their initial approach to their destination the flight crew of a B757-200 suffered the mechanical failure of the left engine. They declared an emergency; conducted appropriate checklists and landed uneventfully.