elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1801-2400
Location: PHL.Airport, PA
Aircraft: BAe 125 Series 800
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Second aircraft: Sail Plane
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: A Hawker had departed PHL off of Runway 35 enroute to RDG. I received the aircraft climbing to 4;000 from the Departure Controller; on runway heading. I cleared the aircraft direct PTW; on course. Through out most of the day there had been heavy glider activity in the area of CKZ Airport; about 15 miles east-northeast of PTW. A short time before I made initial contact with the Hawker; I observed a glider target about 5 east of PTW at about 4;500. I made a note to myself that the glider was well outside of the normal area of glider activity. I then became busy with other traffic I was working. A short time later I looked back at the Hawker; which was now approaching PTW. I noticed the glider target over PTW VOR at 4;000; barely moving. The glider was no more than a mile from the Hawker; and the Hawker was headed directly for it. The Conflict Alert activated simultaneously. Realizing that I didn't have time to make a full traffic call to the Hawker; I stated the following: 'Hawker; traffic alert; turn left heading 270 immediately.' The Hawker read back the turn and advised that they were in a TCAS climb. I then issued traffic information. The Hawker reported traffic in sight and stated that it was a glider. I descended the Hawker back to 4;000 and put him back on course. The aircraft was handed off to RDG without further complication. In the future I will attempt to increase my working and scan speeds on days where there is heavy VFR and glider activity; so as to catch these situations sooner. I would also hope that some of these glider pilots would realize that soaring over a VOR at an IFR altitude (4;000) is not a good idea and would attempt to remain at VFR altitudes away from busy routes; intersections; and NAVAIDS. I have noticed this problem on other days along V3 near MAZIE Intersection. Sometimes it seems that there are a half-dozen VFR gliders operating between 4;000 and 5;000 right on V3. This can be dangerous; as we feed traffic to N90 northeast bound at 4;000 on V3.




Synopsis: PHL Controller described a IFR/VFR glider conflict event near CKZ Airport; the reporter noting the glider activity at this location and on V3 is frequently problematic.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of #3 Engine Oil QTY at about 2 hours into flight. Followed QRH (Quick Reference Handbook); good oil pressure and temperature. Per [Maintenance Control] request we pulled the engine to idle for 2 minutes but no change. Oil not 'hiding.' About 2 1/2 hours we saw a constant decrease in oil pressure. QRH said to keep engine running until oil pressure or temperature abnormal. WHAT DEFINES ABNORMAL IN THIS CASE? I asked [Maintenance Control] and [Dispatch] how long to keep it running or what is abnormal. I decided to shut it down while pressure was still in the green (100 psi) knowing when we went to idle it would go amber or red. Performed engine shutdown with QRH. Manual landing due to radio altimeter inoperative.




Synopsis: MD-11 Captain reported loss of engine oil quantity in #3 engine while in-flight.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Storage System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Distraction; Confusion; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out I noticed a 600 lbs fuel imbalance (system 2 was 600 lbs lower than system 1). Fuel was balanced during release brief. Suspected fuel leak. Pulled up fuel synoptic page on MFD and began fuel transfer and #2 fuel was still depleting even when fuel pump was off. MFD and EICAS agreed on fuel levels. The First Officer and I agreed there was every indication of a fuel leak. We ran the QRH for fuel leak. Declared an emergency and determined that ZZZ would be the best place to divert. Nearest suitable airport. Preformed a precautionary engine shutdown per the QRH Notified dispatch Notified the flight attendants made an announcement to the passengers on final approach we received a 'FUEL 2 LO LEVEL' master warning. We determined it was erroneous and continued the approach and landed without incidence.


Second narrative: I contacted the flight attendant to look out the window on the right side of the aircraft to see if they could see anything coming out of the back of the wing. They called us back and told us they really couldn't get a good look of the back of the wing or the engine.


Synopsis: An ERJ-175 declared an emergency; shut down the right engine and diverted to the nearest suitable airport after determining they had a significant fuel leak in the number two tank.
Date: 202011
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Cabin Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Troubleshooting
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: I was shutting the cockpit door and coming back to the galley and a ceiling panel fell down on the back of my head and neck. I called the Captain to let him know what happened. We returned to the gate; so that maintenance could fix it.We've had lots of panels falling from this aircraft and this aircraft came from the desert and was put into service.


Second narrative: We were pushing back and flight attendants called to say a panel fell from row XX. I called the cockpit to let them know and the pilot asked if I could close it. I went to the back to try but couldn't.  The pilot asked if I had any tape to close it and I said the only tape I had was in the Flight Attendant kit which was a blue sticker that I could use. So I taped it up; but it fell during landing.  We also had another panel fall and hit a passenger in the head. We had a Supervisor come meet the flight to talk to the passenger.  Row XX1 had a panel down during our pre-flight check and we called for mechanics to come fix it. This plane just came out of the desert and was put into service. The aircraft also just came from the hangar.


Synopsis: Air Carrier flight attendants reported a few ceiling panels fell and hit a flight attendant and a passenger. Flight attendants stated the aircraft had been parked in the desert.
Date: 201212
Local time of day: 1801-2400
Location: BOI.Airport, ID
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C BOI
ATC / advisory: TRACON BOI
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Distraction; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: First Officer was pilot flying and Captain was pilot not flying [on a] night flight to BOI. BOI was VMC with a scattered layer. Upon check-in with arrival; ATC informed the aircraft appeared five degrees right of course (clearance was direct BOI from a fix on the departure) and then offered the Crew direct to FEBES (5;500 FT 7.9 DME) on the RNAV 28R Approach into BOI. On descent we experienced light to moderate turbulence so pilot flying elected to expedite the descent. We had briefed the terrain to the north east of our arrival. With the field in sight we were cleared for the visual approach. There was terrain to the northeast of the arrival track which was depicted on the approach plate and Terrain Map display. Pilot flying elected to offset away from the terrain and selected BOTKE (4;200 FT 4.0 DME) on the RNAV 28R approach. Landing gear was called for and down when the crew received a 'Caution Terrain' audible warning. Pilot flying immediately corrected the flight path and cross checked the Terrain display. Approach was continued and aircraft landed without incident.Upon receipt of a 'Caution Terrain' warning at night or in IMC; I will execute a go-around as dictated by the Non-Normals chapter of the QRH. The way forward to avoid this situation is to treat 10;000 FT as a 'PATH crosscheck altitude'. If I am below the path; I will reduce and/or halt my descent rate until I am established on the path and then continue down to the cleared altitude. Quite often we have to hurry down for environmental or ATC reasons. A crosscheck of the path at 10;000 FT seems in order.




Synopsis: An Air Carrier First Officer did not commence the GPWS escape maneuver while on a RNAV Runway 28R approach to BOI in night VMC conditions.
Date: 202001
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
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Taxiing to Runway XXR; after crossing Runway XY and approaching run up area on Taxiway A; I contacted the Tower and informed them I was 'ready in sequence;' as there were numerous aircraft in the run up block ahead of me. (My preflight checks and run up were previously completed). Tower responded to me with instructions to 'pull up to; and hold short of Runway XXR.' I read back and followed the yellow taxiway centerline to the hold short markings. Aircraft Y who was in the run up area; apparently was angry the Tower made me #1. He had not yet called ready and also was IFR. Seemingly in frustration; he pulled his aircraft dangerously close to mine; as if to try to pass me. I saw their antics towards me in the cockpit. His spinning prop was within 3 feet of my wing! A slip of his feet on the brakes or wind/prop blast would have meant a collision.I believe the student then broadcast to the Tower that I 'cut him off' and got very close to me; even though I was stopped and he willfully put his plane in dangerously close proximity to mine. Then he said he was 'worried' he was so close. The Tower informed them that they were IFR; waiting for release; and #2 for takeoff. Shortly after; I was cleared for takeoff and carefully maneuvered my aircraft away from theirs.It's sad that road rage has spread to the pilot community and professional world of aviation.




Synopsis: GA pilot reported experiencing a ground conflict while hold short of runway ready for takeoff.
Date: 201505
Local time of day: 1801-2400
Location: ABQ.Airport, NM
Flight conditions: Mixed
Weather elements / visibility: Turbulence; 6
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure; Weather
Primary problem: Procedure

Narrative: High workload descent into ABQ. We were deviating for weather; trying to descend from a late let down; had turbulence; and communicating with Dispatch for possible new alternate. Approach gave us 5000 feet; we read back 5000 feet; and set 5000 feet into the MCP. At 8700 feet; I queried ATC about our 5000 feet clearance (ABQ field elevation 5315 feet) and the Controller quickly changed our descent clearance to 8500 feet. We were vectored for the approach and landed uneventfully.


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


Synopsis: An air carrier descending into ABQ was given a descent clearance to 5;000 ft; but when the Captain asked ATC if 5;000 ft was correct they were assigned 8;500 ft. ABQ field elevation is 5;315 ft.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-500
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Troubleshooting; Situational Awareness; Time Pressure; Training / Qualification
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed Runway 21 flight uneventful through 10;000 FT and associated Climb check. Shortly thereafter; ARTCC turned us on our route eastbound. ARTCC then reported loss of transponder and was receiving only a primary target. While troubleshooting this; Captain (pilot flying) stated LNAV and VNAV modes of the FMC would not arm. Very shortly thereafter; passing 17;000 FT the Cabin Altitude Warning activated. After complying with the Critical Action Items; confirmed cabin altitude at 10;000 FT and climbing; but pressurization systems were set normally. Pilot flying began immediate descent to lower altitude while I worked to coordinate with ARTCC for a return to the departure airport; while also running checklist for loss of cabin pressure. Cabin altitude topped out at approximately 12;500 FT. We returned uneventfully.


Second narrative: Cabin was controllable in manual mode of operation.


Synopsis: While climbing through about 17;000 FT; a B737-700's Cabin Altitude Warning horn sounded so an emergency was declared and the flight returned to the departure airport.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While nearing the final approach fix into ZZZ on the ILS XXR we were alerted by ZZZ Tower of an aircraft that was not on frequency with Tower flying at our altitude at night. We didn't make visual contact with the aircraft until they were very close and passed just below and behind us. Looked to be not more than 100 ft. or so. This was well over an hour past sunset and quite dark.Were told that ZZZ Center had a Controller watching the aircraft in question and were going to see where they landed and get in contact with the Pilot. I would like to be contacted that the Pilot in question was found and notified of what happened.




Synopsis: GA pilot reported an NMAC with an aircraft that was not on frequency with Tower.
Date: 201506
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During the RNAV RNP approach to runway XY at Airport ZZZZ our airspeed decreased to within a few knots of stall. The aircraft was dispatched on a scheduled 8 hour night sortie with inoperable autothrottles and an inoperable Electronic Engine Control and 1 autopilot inoperative. The captain was the pilot flying and I was the [Relief Pilot] on the jumpseat during the approach. We were delayed [at the departure airport] for an APU problem as the jet was dispatched from the hangar and had numerous switches that were not in the 'normal' configuration during preflight. After a 45 minute delay we took off and the flight was uneventful until the approach portion. During the descent and below 10;000 MSL; I was working on logbook entries with the Captain who had transferred aircraft control to the first officer. Just prior to the IAF the captain assumed control of the aircraft. We were inside the IAF when I completed my logbook entries and noticed that we were not on the proper final approach course. We were left of course and correcting back to the right. The approach has a holding fix built in as part of the approach and the FMS correctly commanded a left turn into holding at the IAF. The FO directed captain to use heading select to prevent aircraft from turning any further to the left in holding and correct back to the final approach course. I was focused on the fact that we were no longer in VNAV path (which we should have been for this approach) and we were not on course. I was focused on Captain's right MFD which has the ground track and I could see his altitude but I was unable to see and did not focus on the airspeed without leaning to the right to see his left MFD. At roughly 800 feet AGL in VMC conditions the FO told the captain that his airspeed was too slow. The captain corrected the error but the airspeed was just a few knots above stall and immediate action had to be taken. The airspeed error was corrected and the approach was stabilized well before 500 feet AGL. The lack of autothrottles and the protections they provide; not recognizing that the RNAV RNP approach had a mandatory hold/procedure turn built into the procedure; and distraction with the logbook during the descent contributed to this event.




Synopsis: B767-300ER FO noted a track deviation and a low airspeed condition on approach to a South American destination. Autothrottles were out of service.