elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower SFO
Second aircraft: Commercial Fixed Wing
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Possible 5G interference event.Normal landing Runway 28R. Slowly; fully stowed thrust reversers after reversers reached idle reverser. ATC said to expedite across Runway 28L due to traffic on final. I advanced the thrust levers but the engines remained at idle thrust. ATC once again said to expedite. I tried once again to advance the thrust levers but the engines remained in idle. ATC had to issues go-around instructions to aircraft on final to Runway 28L. We coasted across Runway 28L and cleared the runway. We explained to ATC that we were having problems with the airplane. I raised the thrust reversers to the idle reverse detent and once again stowed the reversers. I was now able to produce forward thrust. I asked ATC for a phone number and called ATC once we parked at the gate. I spoke with ATC and explained the situation we were having with the airplane. The MAINT light was also illuminated on the overhead panel. We made all appropriate maintenance write ups and debriefed the Maintenance Technician on the issues.


Second narrative: After landing; we turned off on T and continued to roll. Tower cleared us across 28L and to D Taxiway with no delay. As the Captain pushed up the throttles both engines went into reverse and the takeoff warning horn went off. Other items also occurred including the flight number dropping off.  Traffic on final went around as we could not move fast enough to clear runway. Captain moved throttles and reverses a few times and finally was able to produce forward thrust.


Synopsis: Air carrier flight crew reported that the engines remained at idle when the thrust levers were advanced in order to taxi off the runway after landing and the takeoff warning horn sounded. After thrust reversers were re-stowed; engines responded normally.
Date: 201812
Local time of day: 0601-1200
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operating under: Part 135
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was present during loading and helped during the process. There were passenger bags and then a small amount of non-priority mail. Upon unloading the mail I discovered that one of the packages had a 'Lithium Ion battery' sticker. I took pictures of the package and showed them to the ramp staff. They said the mail was non-priority and came from the post office without any HAZMAT paperwork. I emailed the picture to someone in our safety department and he said there should have been HAZMAT paperwork associated with it.  I'm not sure what the process for HAZMAT shipments is and if packages like this are supposed to come from the post office with paperwork or not. But the ramp staff did not seem to know if the package required HAZMAT paperwork. So if it is supposed to have HAZMAT paperwork associated with it; something needs to be coordinated with the post office so that HAZMAT shipments like this one have the proper paperwork associated with them; because for this package there was no notification made that there was HAZMAT to my knowledge. If there is not any paperwork required employees need to be made aware of the types of packages that do not require any paperwork so that they know what does or does not need paperwork associated with it.




Synopsis: Air taxi Captain reported USPS Hazmat package with Lithium Ion battery sticker transported without required documents provided to flight crew.
Date: 201206
Local time of day: 0001-0600
Location: VIDP.Airport, FO
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON VIDP
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from VIDP we received a green hydraulic system reservoir overheat ECAM. The ECAM procedures were accomplished including turning off both green system pumps. We declared an emergency and decided to return to VIDP. All associated procedures from the ECAM message including QRH and normal checklist were run and completed. The aircraft was overweight for the return to VIDP by approximately 10;800 pounds and the vertical speed at touchdown was around 200 FPM. We were then towed off runway and back to the gate without further complications. ATC; ramp; and the Flight Crew communicated clearly; concisely; and effectively to resolve the issue.


Second narrative: This called for the crew turning off the green system hydraulic pumps and depressurizing the green system to try to cool the system down.Aircraft had approximately 2;000-3;000 feet of runway remaining after stopped.


Synopsis: An A310 flight crew returned to their departure airport after receiving a Green Hydraulic System Overheat alert.
Date: 201710
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload; Time Pressure; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: Airspace Structure; Company Policy; Procedure
Primary problem: Company Policy

Narrative: I was working a high sector feeding ATL inbounds into ZTL. We had a nice stream of about 7 aircraft that were all lined up with 10 to 30 miles in between. The metering numbers on the aircraft indicated significant delay times up to around 5 minutes. Before doing anything; I asked the supervisor to coordinate with the Traffic Management Unit (TMU) to make sure that these numbers were accurate and true. We were advised by TMU that the numbers were in fact correct and that we were to meet them. To meet the metering times both myself and the ultra high sector began initiating large vectors off course to meet the times. After about 4 minutes we were suddenly told that TMU was reshuffling. Within about 30 seconds the numbers went from 4s and 5s to around 2. We immediately had to start cranking the aircraft back on course and resequencing them. Bottom line is we ended up vectoring 6 to 8 aircraft off course for no viable reason. What should have been a nice unobstructed flow through our airspace turned into a jagged mess. When you are vectoring aircraft off course significantly it increases the chances for problems; it burns more fuel; and it increases coordination and workload.If we are going to use the metering system; we need better coordination. Whether it's our TMU or Atlanta's TMU; they should be required to coordinate with the affected sectors before 'reshuffling' the list. It seems that at times TMU thinks they are playing a game up there when in reality real aircraft are affected by their actions.




Synopsis: ATC Center controller reported vectoring several aircraft for sequencing to an airport unnecessarily due to faulty instructions from the Traffic Management Unit.
Date: 201308
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pneumatic System Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate; In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On approach we had a #1 Bleed Hot Caution light that we were unable to reset in flight. During taxiing in; the First Officer called Maintenance Control and as we were parking and engaged the parking brake; Maintenance asked if we had done the ground reset procedure; which we had not and they asked us to accomplish the procedure before shutting down. I was trying to get a hold of the rampers for eye contact and signaling them that we needed to communicate. At this point the props were in feather. As the First Officer was talking to Maintenance and getting the reset procedure available I was able to talk to a Ramper on Ops frequency. I told her that we were not going to shut the engines down and that we needed to do a reset procedure and run the engines up. Her response was; 'OK.' At this point we assumed people and equipment were clear of the aircraft. We brought the props out of feather but the reset was unsuccessful.  That was when I noticed a Ramper waving at me signaling something was wrong. So I immediately shut the engines down. Once passengers deplaned we spoke with the ground crew and learned the belt loader was behind the engine and one of the rampers was in the cargo pit. They said 4 bags blew off the belt loader and the cargo net had caused dents in the bottom of the fuselage. We tried to talk about where the miscommunication had occurred. We looked at the fuselage with the Captain taking over the airplane and all three of us agreed that there were paint chips. The Captain said he would have Maintenance look at it anyway. There were two ramp quality auditors present also and we had a conversation with them as well about the miscommunication. We all agreed to submit a report.


Second narrative: [No additional information was provided].


Synopsis: Q400 flight crew reports a #1 Bleed Hot Caution light during approach that cannot be reset. During taxi in Maintenance is advised of the problem and they request that the crew do a ground reset procedure which requires an engine runup. Operations was advised but the rampers do not get the message and the engine is runup with a belt loader behind the engine and a Ramper in the cargo hold.
Date: 201707
Local time of day: 0601-1200
Location: DCA.Airport, DC
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather
Primary problem: Weather

Narrative: We departed DCA just after some thunderstorms had passed through the area. After around 20 minutes we leveled off at our cruising ALT of 320. The Captain (CA) was the pilot flying and I was the pilot monitoring. Around 5 minutes after we leveled off we encountered severe turbulence. At the time we were in an overcast layer with weather radar on. I was not showing any Weather (WX) on my MFD but ATC alerted us of weather 12 miles ahead; I remember the CA immediately scaling down his radar to a closer range and we saw what ATC was talking about and I immediately told ATC we would be deviating left to avoid the WX and they approved. In the turn I believe we just clipped the edge of the cell and encountered what we described as severe turbulence for about 10-15 seconds until we cleared the WX. Either the auto pilot shut off on its own or the CA took control of the airplane during this event but regardless I believe we got off on our altitude about 300 feet maybe more while flying through the turbulence even though ATC never questioned us about it. After exiting the turbulence we made sure to check and see if we had anyone injured. Lucky no passengers were injured. Unfortunately one of our Flight Attendants (FA) hurt his knee but said that we could continue with no issue to him and he could perform his duties; so we continued on to with no further incident and we had medical personnel meet the FA at the gate per his request to be checked out.If I would have had my Radar tilt down more at a smaller range I might have seen the precipitation and deviated a little earlier from the WX. Or if ATC had alerted us sooner of the WX we could have avoided it.




Synopsis: Air Carrier First Officer reported severe turbulence at FL320 after level off west of DCA.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fan Reverser
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Manuals
Primary problem: Ambiguous

Narrative: At the start of our descent we had a Number 2 Reverser fault caution light. We ran QRH; Resets; Normal Checklists and consulted the AOM. The only guidance we found was in the AOM. It dealt with the number 1 or 2 reverser fault. The action was to reduce thrust in the right engine. We called Dispatch and Maintenance and consulted as to the correct course of action. We involved a phone patch with our Fleet Manager. With their concurrence we confirmed and reduced thrust on the Number 2 Engine to idle. As a precaution and to ensure priority handling we declared an emergency with ATC. The AOM guidance included language to land at the nearest suitable airport. By the time we had the situation under control we were only about fifty mile from the destination airport and still about 25;000 FT MSL. We felt the best course of action was to continue our descent and prepare for a straight in landing. It was already programmed and the runway is over 11;000 in length and 200 FT wide. We felt confident that this was the correct course of action. We used the single engine guidance from the AOM and did a flap three landing. The emergency was really a non event with a positive outcome.




Synopsis: A320 First Officer experiences a reverser fault during descent. After consulting the QRH; AOM and Maintenance Control the crew elects to reduce the engine to idle and continue to destination after declaring an emergency.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During deplaning; after arrival; I became aware of a height difference between the aircraft and jetway floors of almost a foot drop off. At first thinking it was a jetway issue; we alerted the Ops Agent. As we were standing near the aircraft door the aircraft kept rising; and I realized the nose gear was extending due to load shift. I ran down to the ramp and advised the Ramp Agents to stop unloading the forward cargo bin. At that point; perhaps half the passengers had deplaned; leaving the forward half of the aircraft empty. The nose gear strut was extended well past normal; but the tires did not leave the ground. While off-loading of the aft cargo bin continued; the APU was restarted; ground power disconnected to allow the interlocked jetway to be repositioned; and deplaning was resumed.




Synopsis: B737-800 Captain reported the aircraft nose strut extended during deplaning as the load was moved out of the forward cargo area.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: 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 New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Amendment to the routing was missed by the flight crew on PDC. One fix was removed from the routing. ATC queried us during our turn from ZZZZZ to ZZZ. Prior to that we were unaware of the deviation. ATC's stated that we were 30 deg off course. I figured it was a data entry problem as our HSI showed us directly on course. After reviewing the PDC we realized that we forgot to delete a fix that was originally on the filed flight plan but not in the cleared clearance. Air Traffic Control also made a unwarranted sarcastic comment 'You are always right sir' when we queried to see if they still showed us off course when we provided the explanation that we were currently in a turn towards ZZZ.Complacency and lack of recent flying experience This was my first leg in nearly 2 months. We read the clearance and completely missed the removal of one fix ZZZZZ from routing.We asked Air Traffic Control where they thought we should have been; by the time that ATC found the error we were already in the turn towards a fix on the flight plan no further correction as needed.I will be more alert when transcribing PDC clearances particularly with reroutes. I believe that PDC could be less ambiguously formatted. Even though the captain did review my programming I believe it would be wise to reference the actual PDC clearance instead of the first officers transcription of the PDC clearance. When referencing the transcription of the PDC Clearance it adds more layers of possible errors in transcription and data entry.




Synopsis: Air carrier First Officer reported experiencing a track heading deviation after missing an intersection on the routing received from the PDC.
Date: 202105
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a multi engine training flight; during a touch and go; as full power was applied to initiate the next takeoff; I saw the right fuel flow drop to zero. At that moment the student (who is also commercial multi rated but learning to be an multi engine instructor) rotated and began initial climb. Because of the touch and go we did not have the runway remaining to abort the takeoff or land on the remaining runway; so I took the flight controls expecting the right engine to die while continuing the initial climb. The right engine died within a matter of seconds (at about 300 AGL); and I was able to climb to just below traffic pattern altitude; feather the right propeller; and land safely with proper landing clearance. Maintenance reported failure of the engine driven fuel pump and the likelihood that the auxiliary fuel pumps did not do their job of providing adequate fuel pressure to run the engine at full power. The entire fuel system has since been replaced.




Synopsis: PA-44 instructor pilot reported loss of right engine shortly after takeoff on a training flight. Aircraft landed safely after inflight shutdown.