elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Icing; Turbulence
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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 in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on arrival in range into the airport; my First Officer (FO) and I received a L Bleed Air Duct master warning message. My FO had the radios and controls as I attempted to reference the QRH (we already had a right pack inoperative and MEL'd). I noticed that we started to lose cabin pressure at a high rate at which time I instructed my FO to perform a rapid descent and to advise ATC [of the situation]. I then took the controls once I had seen these actions were not happening in a timely manner and performed a rapid descent.I then advised ATC of the emergency descent and they cleared us to 10;000ft. Once on a stable and rapid descent; I gave the controls and radios back to my FO and finished working the QRH. Once the QRH was completed I then advised the Flight Attendants and company. At this time we had already been cleared direct to the airport with less than 10 minutes of flight time left I then completed the in range items and was given clearance to land.We then performed a normal landing using normal procedures. Passengers where not harmed per the Flight attendants and no medical attention was needed. We taxied to the gate and the passengers deplaned without incident. The Assistant Chief pilot was notified along with dispatch and Maintenance Control who advised me this same scenario happened one week prior.




Synopsis: Aircrew experienced depressurization due to right pack MEL'd inoperative and an inflight left bleed air source failure. Flight executed emergency descent and landed.
Date: 201812
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Aircraft: A320
Operator: Air Carrier
Flight phase: Cruise
ATC / advisory: Center ZSE
Aircraft component: Tablet
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 4 hours into 5 hour flight; [my] iPad flashed brightly; shut off; and began an endless loop cycle of attempted start-ups followed by attempted shut-downs. iPad never recovered from this malfunction. Fortunately; [I] had just finished a review of NOTAMS and arrival procedures; and had printed a paper copy of the flight plan before takeoff. [I] also took out what paper Jeppesens we still carry; incomplete and hardly sufficient; but better than the iPad we've adopted. Thank God the flight conclusion was normal and uneventful and we still carry hard copy QRHs so we at least had peace of mind that; if need be; we had a trustworthy source for emergencies and contingencies. The iPad remained worthless for the rest of the flight. Let's hope we never foolishly rely on iPads as sole source for anything. They belong as convenience items only. We should never bank on them for any safety of flight items. As I type this from the layover hotel; my trusty iPad continues it endless cycling on and off. Hopefully before long the battery will expire and with it another iPad will go to the landfill. Good riddance.




Synopsis: A320 Captain reported an enroute iPad failure and reliance upon backup printed materials to safely complete the flight.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Stall Warning System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Troubleshooting; Human-Machine Interface; Workload; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out at about 15;000 FT a 'Stall Fail' caution message illuminated. We continued our climb and ran the appropriate QRH procedure. Passing through FL310 the stick shaker began which disengaged the autopilot. We continued our climb while we addressed the problem and received a clearance from Center at the time to maintain a block altitude of FL310-340. We were able to get the autopilot reengaged only to have it be kicked back off by the stick shaker a few more times. The stick shaker was on continuously at one point for around 5 minutes. With the autopilot off above FL290 we were in RVSM without an RVSM equipped aircraft. The shaker and low airspeed cues on my PFD went away through around FL330 at which point we were able to reengage the autopilot; climb and maintain FL340 and continue to our destination with no more problems. The root cause was the maintenance issue with the 'Stall Fail' caution. The QRH procedure was run and double checked. ATC granted us a block altitude within RVSM. We were able to maintain positive control of the aircraft at all times and the extra altitude and time afforded us by being higher allowed us more time to troubleshoot if things continued to deteriorate. As the pilot not flying I could have vocalized the invalid low speed awareness cues that I was seeing on my PFD and which I assumed the Captain was seeing as well; but apparently was not; that would have provided more of a warning to him of the stick shaker. Assuming that the Captain had the same indications on his PFD was a mistake. I could have increased communication on my part and possibly given more warning of the stick shaker. Other than that I believe we handled it well; the block altitude was requested and granted to us while we troubleshot the problem. If we were not able to reengage the autopilot or the block altitude was not granted we would have descended out of RVSM airspace.




Synopsis: A CRJ700's STALL FAIL caution alerted climbing through 15;000 and the stick shaker began at FL310 which disengaged the autopilot so ATC issued a RVSM block altitude until the warning was overcome for normal flight.
Date: 201604
Location: IAH.Airport, TX
Weather elements / visibility: Rain
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower IAH
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We landed on 8L in IAH. Exited the runway; taxied down taxiway NP where we proceeded to hold short of 8R behind a 747. As we stopped on NP we were told by tower to expect an expedited crossing clearance. They gave the 747 clearance to cross and we proceeded up to and stopped about 10 feet short of hold line for 8R. We sat there and waited maybe a minute or two for landing traffic. Then the Tower controller came on and gave us an extremely quick and what seemed like to me a very garbled clearance to cross 8R. I immediately asked the Captain if that was for us. He said yes and was in the process of pushing up the thrust levers. I then proceeded to ask the Tower 'confirm [flight number] cleared to cross 8R?' I got an immediate affirmative followed by literally in the same breath 'hold short of 8R'. When the Captain and I heard 'hold short' both of us stepped on the brakes at the same time coming to a rather abrupt and immediate stop; but by this time we were roughly 5-10 feet past the hold short line. My response over the radio milliseconds after we stopped was in effect 'but we've already crossed the hold short line'.The response by the Tower was 'no worries; [flight number] go-around'. The plane that went around I'm guessing was around 800-1000ft from touchdown. At no time was there any risk of collision and if we hadn't been told to stop; I feel like we would have expedited across the runway without incident. On the taxi in I asked ground for a Tower number to discuss the situation. In the conversation that the Captain had with the Tower supervisor after we blocked in; it seems that confusion arose from me asking for a verification of the clearance; which I did not hear a flight number for. The Tower sup said we took too long to respond even though we were initially given an affirmative to cross by the controller at the time. The whole situation seemed to have been unnecessarily rushed even though we were expecting the expedited crossing clearance. The whole event happened so fast that it felt like 45 seconds to a minute if that.




Synopsis: A320 First Officer reported they experienced a runway incursion at IAH when they misunderstood an ATC clearance.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As the aircraft slowed to 60-65 MPH after landing on Runway 21 with the winds 220 at 11 KTS and with the main wheels on the runway I started to ease the nose wheel down. The aircraft started to go immediately to the left. I pushed hard right rudder and tapped the brakes but the aircraft went through the grass median; striking a runway marker light with the left main fairing; separating it from the aircraft (it was later recovered in good shape). The aircraft stopped on the taxiway across from the runway from where I notified the Tower that all on board were all right and the aircraft was fine as well. I left the aircraft at the FBO ramp for our flying club's A&P mechanic to check out the nose wheel and the right rudder for potential flight control malfunction. The aircraft was returned to our home airport by the A&P who advised he would check the aircraft out for possible malfunctioning of flight controls.




Synopsis: The pilot of a C182 lost control of the aircraft when the nose gear touched down after landing; exited the runway and struck a runway light. Maintenance is inspecting the aircraft for possible directional control anomalies.
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Accidentally aligned and landed on taxiway.There were several factors which led to pilot distraction: 1. Haze. Initial plan for cross-country flight was canceled due to reduced visibility.2. Concerned the engine would stop prior to landing. It had a rough start and engine was running roughly during the start of the run up. The worry stayed on the back of my mind during the pattern.3. Wearing relatively new prescription sunglasses.4. Once aligned on what I thought it was the runway I focused on the approach; looked towards the end of the path instead of checking the numbers at the beginning of the runway.5. Missed to raise the seat for better vision. 6. Confusion on radio calls due to ATIS information being reported incorrectly and similar call sign on the radio.In future:- I will create a checklist for final approach to confirm the right runway.- Do not practice landings if not comfortable when hazy.




Synopsis: Student pilot reported landing on a taxiway due to several distractions.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The right engine compressor stalled at FL350. Reduced thrust to idle per immediate action and continued with QRH procedures. Engine recovered to normal operation at flight idle but would stall again when power advanced so we left it at idle; declared an emergency; completed ECAM/QRH and landed at the nearest suitable airport. No visual indication of engine damage or ingestion was found upon inspection on the ground.


Second narrative: The flight attendants called and I told them we had heard it and would get back to them. We set up for a drift down and declared an emergency with Center. They said ZZZ was off the nose at 110 miles if we wanted to go there. I said yes and we were cleared direct. We sent a message to Dispatch letting them know we were diverting and to coordinate things for us. We discussed the single engine profiles; diversion guide; and approach and landing data. We let the flight attendants know the problem and plan; [and] then made a PA explaining the situation to the passengers. We executed a normal single engine visual approach and landing without incident at max landing weight. Good CRM and management along with no rush from the Captain made this a non-event from the pilot's perspective.


Synopsis: An A320 flight crew declared an emergency and diverted to a nearby airport when the right engine compressor stalled at thrust settings above idle.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 2 Flight Attendants in aft galley complained of fumes coming thru 4R area. They complained of dizziness; light-headed; headaches; and confusion.Captain asked me to check on them; I did; had them take O2. I felt it was carbon monoxide poisoning. Captain felt necessary to divert.2 affected Flight Attendants were met by EMTs; went to ER.Upon landing; 3 passengers said they smelled fumes; eyes were burning; but did not want medical attention. Mechanics said they replaced the R fuel pac.




Synopsis: A321 Flight Attendant reported smelling fumes in the aft galley causing two flight attendants to become ill.
Date: 201407
Local time of day: 1201-1800
Location: VHHH.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent; Initial Approach
ATC / advisory: TRACON VHHK
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; 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; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During final segment to VHHH; flight contacted VHHK Radar 5 minutes from SIERA.  We were initially issued SIERA 1G RNAV arrival. At SIERA; clearance was changed to fly SIERA 6D arrival for Runway 25R by VHHK Approach.  Captain (pilot flying) noticed that with the change; we had a discontinuity between TD & RIVER & closed the points together; informing First Officer (pilot monitoring) of his action.  We were then given a non standard clearance; 'Cleared approach 25R by full arrival.'  I questioned the Controller to repeat and we were again told; 'Cleared 25R approach by full arrival.'  I read back clearance verbatim.  Pilot flying checked the arrival chart and determined that the Controller wanted us to fly LNAV to RIVER from TD and we were cleared for ILS 25R from RIVER.  Immediately passing TD; Approach Control told us to turn right to heading 350 and that our approach clearance was canceled due to non compliance with routing.  Upon discussion we determined that the clearance he wanted us to fly was the TD transition for 25R; but we were never issued that transition.  We were then given radar vectors to final approach course.  We also heard another ACR flight behind us given the same non standard clearance phraseology and question the Controller about what his intentions were.  Our flight landed without further incident.




Synopsis: A cargo crew on an initial VHHH RNAV Arrival did not understand the Controller's phraseology and while attempting to comply with the clearance; were told they had a track deviation and given vectors to the airport.
Date: 201512
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B BOS
ATC / advisory: TRACON A90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Aircraft
Primary problem: Chart Or Publication

Narrative: I departed Runway 22L at BOS for the BLZZR 3 departure. I flew through the 140 degree bearing to TJAYY where a turn should have been made and was given a vector by ATC.With the 140 degree course selected to TJAYY the needle never gradually moved to center. It did however bang back and forth from side to side in the instrument. I believe that airspeed; high angle of [attack] and close proximity of the fix actually creates a 'cone of confusion' type situation. The digital DTK (direct track) to the fix did not 'count down' like I would have expected it to. I believe this DP would be more 'user friendly' if the first turn off of the runway heading was a heading assignment executed at a DME fix or specific altitude. (Ref) Morristown 6 departure RWY 23 (MMU).




Synopsis: A CE-550 departed on the BOS Runway 22L BLZZR3 RNAV SID but did not make the turn to TJAYY because the FMS did not correctly process the departure.