elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 35
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Test Flight / Demonstration
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: The crew conducted a Maintenance Test Flight; to test the repairs made on the Right Engine Fire Loop. During the climb phase of the flight while passing FL380; the crew observed the R/H Fire T-Handle illuminate flashing associated with a flashing Master Warning indication. As the crew was expecting this possible indication during the flight; the on board Mechanic was notified to observe the indications. Immediately afterwards the crew began to perform the memory items of the QRH ENGINE FIRE Checklist in an effort to extinguish the illuminated/flashing T-handle. After performing all memory items followed by the QRH checklist; the Engine Fire T-Handle continued to flash. The PIC (Pilot in Command) asked the on board Mechanic to observe if there was any indication of engine fire outside the window to which he confirmed there was not. ITT Engine indications also confirmed that there was no indication of an actual engine fire. As the aircraft was now single engine; the crew [requested priority handling] with ATC and elected to return to ZZZ. The aircraft landed safely and without incident. No suggestions at this time.




Synopsis: LJ35 Captain reported an air turnback after an IFSD during a maintenance check to test an engine fire loop was unsuccessful.
Date: 201908
Local time of day: 0601-1200
Location: CAK.Airport, OH
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
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; Situational Awareness
Anomaly: 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 New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The flight plan CAK-ZZZ was loaded in FMS with the first [two] waypoints [DIRECT] AEROS [DIRECT] ZZZZZ not realizing that AEROS was not in Jeppesen database; but a user waypoint in the FMS with the wrong coordinates. We departed as assigned on runway heading; but was after a while cleared direct AEROS. Our FMS indicated that we were passing AEROS and therefore we continued towards ZZZZZ. Next Controller cleared us again to AEROS and we replied that we thought we had passed it. The Controller informed us that it should be to the south west of our position about 20 miles; and we replied that our waypoint was incorrect and asked for a heading. We found the waypoint in the user list and compared its coordinates with our flight bag which were quite different. The rest of the flight proceeded normally. Inform Jeppesen of the missing waypoint.




Synopsis: Air carrier Captain reported the fix AEROS is missing from their Jeppesen database.
Date: 201509
Local time of day: 0601-1200
Location: LAX.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Climb
Airspace: Class B LAX
ATC / advisory: Tower LAX
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: On departure from LAX was given the FIXIT2 RNAV SID to climb via SID. Tower cleared us for an immediate departure after an A321 on runway 24L. Encountered wake turbulence right at liftoff; and it continued in climb out. Passing 1;400 feet was given a level off at 2;000; and a heading of 250; as we were out-climbing the previous departure. We were still dealing with the wake turbulence from the previous departure and missed the altitude by 200 feet.


Second narrative: [Report narrative contained no additional information]


Synopsis: A B757 flight crew reported overshooting cleared altitude after encountering wake turbulence from preceding LAX departure; an A321.
Date: 202104
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZZ inquired from ZZZ if a Human Remains shipment (HUM) made it on Aircraft X today. ZZZ found the cart at [the] gate with the HUM intact. Offload showed the cart/HUM loaded. HUM was re-staged for [another] later in the day and was confirmed onboard.




Synopsis: Air Carrier ground personnel reported Dangerous Goods mistakenly not loaded on departed flight. DG rescheduled on subsequent flight.
Date: 201604
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
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: Departing at 440;000 lbs; the left main landing gear remained down and locked while the nose gear and right main gear retracted normally. Following review of QRH; Dispatch was contacted via satcom and Maintenance was included on conference call. I was not comfortable with a return to [departure airport] due to the high terrain and the fact that we had a gear retraction problem. After consensus was reached with Maintenance and Dispatch [we] dumped approximately 29;000 lbs of fuel and diverted to [a nearby airport] with for an overweight landing @ 390;000lbs. Landing was soft and uneventful. One brake was noted to be hot (5.1) while another brake was noted to be unexpectedly cool (0.1). Taxied to hard stand parking spot where Fire and Rescue inspected gear and local maintenance pinned the left main gear as a precaution.




Synopsis: B767 Captain reported diverting to an alternate airport when the left main landing gear failed to retract after takeoff.
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: De-Icing Fluid
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; 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 Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: While doing a flight I experienced a burning feeling in my eyes; nose; and throat. I also felt [it] on my lips; and I could taste the TKS fluid; about 20 minutes into the flight. I landed after about 1+20 flight time. I closed out the flight and [within] 20 to 30 minutes the symptoms went away.




Synopsis: A C208 pilot reported burning eyes; nose and throat with the taste of TKS fluid about 20 minutes into the 80 minute flight. The symptoms disappeared about 20-30 minutes after landing.
Date: 201701
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
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: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Equipment / Tooling; Human Factors; Company Policy
Primary problem: Equipment / Tooling

Narrative: On a flight dispatch advised the flight tracking system in dispatch had no idea where we were; in her query she asked if we were headed [to an] offshore region was the implication; we were under radar control of Center and had been; so far as I was on duty; sending position reports along our filed and planned and unchanged flight plan. I was [Relief Officer] and come on duty from break.Dispatch could not find us in the [company] system so I suggested they use the same [online website] that they had used during the last flight when once again [company] could not find our flight. To my disgust dispatch explained the night before all of her flights were inaccurate; but tonight they could not locate us.We were on the filed flight plan per release and had been sending position reports; and in this event as before under radar control; I have serious misgivings about relying on the [company] for any valuable flight following or situational awareness.




Synopsis: B777 First Officer reported that the flight had difficulty with Dispatch in locating their position with the company system.
Date: 201409
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Unable to operate aircraft for flight to ZZZ1; due to inbound write up and debriefing concerning the number 1 engine.  Inbound crew reported that on climbout the number 1 engine EGT exceeded 610 degrees and the indicator was pulsing yellow.  Crew reported the fuel flow on the #1 engine was burning 500 pounds more per hour than the #2 engine on climbout and that the #1 engine oil pressure gauge was indicating a maximum reading.  The outbound Captain discussed the write up with line maintenance  and they reported that the Number 1 engine had 20;308 hours on it while the #2 engine had accumulated 14;803 hours. The outbound Crew was uncomfortable with the condition of the number 1 engine and the Captain refused the aircraft.




Synopsis: A319 Captain reports refusing an aircraft after the previous crew reported the number one engine exceeding 610 degrees during climb with the EGT gauge pulsing amber and the fuel flow 500 pounds per hour higher than the number two engine.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Initial Approach; Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft emergency for smoke in the cockpit on approach.  On final approach the First Officer noted the odor of matches. A short time later a light smoke appeared on the flight deck. I commanded that I had the aircraft and ordered the First Officer to suit up. I notified the Tower that we were an emergency and requested the fire trucks because we had smoke in the cockpit. I completed the landing checklist from memory. When the First Officer completed suiting up I order him to complete the landing checklist. At this point we were very close to the runway. I landed short; exited on Taxiway Delta. Stopped the aircraft. Shutdown the engines and turned off on electrical power. I then order the evacuation of the aircraft through the main cab door. I proceeded out the main cabin to direct the passengers to the terminal. During the evacuation the First Officer completed the after landing and securing checklist. The Flight Attendant directed the passengers during the evacuation. The truck arrived at the aircraft before we had completed the evacuation. After completing the evacuation I assisted CFR in disconnecting the aircraft batteries.


Second narrative: A matchstick like smell was first noticed on approach. It was initially not strong. A stronger smell became obvious on roughly a 3-6 mile final. Smoke was then visually observable in the cockpit shortly after prompting the decision to [advise we were] an emergency. We confirmed the landing checklist was complete and that we would evacuate after landing. Smoke from unknown source; memory items implemented; Flight Attendant notified; aircraft evacuated after landing. Communications with ATC and the Flight Attendant were extremely difficult using the oxygen mask.


Synopsis: On final approach; a DHC-8-100 cockpit developed a matchstick odor followed by smoke; so oxygen masks were donned; ATC was advised; and after landing the Captain ordered an evacuation. Oxygen mask communications were difficult.
Date: 201601
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
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: First one stabilizer trim channel failed; then the other failed during descent. We did the checklists and landed per the procedure with flaps 20 Vref +30. We [advised ATC]. The landing was uneventful and we taxied to the gate with emergency equipment following.


Second narrative: Procedure called for flaps 20; Vref 30 +20 for landing. Used onboard EFB performance data to calculate landing distance. Was within limits. Captain [advised ATC]; we flew ILS to [the runway] and landed uneventfully.


Synopsis: B787 flight crew reported stabilizer trim failure on descent. Crew followed procedure and landed uneventfully.
Date: 201506
Local time of day: 1801-2400
Location: CRP.TRACON, TX
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Flight plan: IFR
Flight phase: Cruise
Airspace: Special Use MOA
ATC / advisory: TRACON CRP
Reporter organization: Government
Reporter function: Approach; Departure; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was training a developmental at the Low East radar position.  Aircraft X departed NGP airport on an IFR flight plan.  My trainee radar identified the aircraft and issued him clearance to 9;000 feet and heading 350; to join VICTOR 13.  The pilot read back the instructions.  After the CRP North Radar controller accepted the handoff; my trainee instructed the pilot to contact Corpus Approach.  Before the pilot had the time to switch frequencies; the trainee thought that the pilot was tracking further west than the 350; heading and made an effort to clarify the heading.  He told the pilot that he appeared to be heading 330; and that he should be heading 350.The pilot then switched frequencies; heading 350.  We believed that he would join VICTOR 13; however; the pilot flew past the airway and continued on the 350 heading; and entered an active MOA without clearance into it.This description is as I recall it; without the benefit of reviewing any tape recording or data.  I believe that when the developmental tried to explain to the pilot that he did not appear to be flying the correct heading; the pilot thought that he was given a new clearance to 'fly heading 350;' effectively canceling the previous instruction to 'join VICTOR 13.'   I failed to realize the possible miscommunication; and the pilot eventually flew into the MOA.I do not recommend any changes to procedures; as this was a simple lack of attentiveness on my part; evidently.  I will endeavor to pay better attention to detail in the future and not allow this; or anything like this; to re-occur.




Synopsis: A CRP Controller; while instructing; has an aircraft that is supposed to fly heading 350 and join V13. The developmental sees the aircraft not tracking correctly and instructs the aircraft to fly heading 350. The aircraft later enters a MOA because it didn't join V13. The Controller didn't realize at the time that the developmental should have reiterated the heading and also to join the airway.
Date: 201506
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Shortly before reaching our initial cruise altitude of FL340; we received a Y HYD Res OVHT ECAM message. As I was the PF; the First Officer worked the ECAM and followed on with QRH procedures. The procedure allowed to us to reengage the right engine driven hydraulic pump after the reservoir overheat condition subsided. When we did that; the system overheated again right away.With the loss of a main hydraulic system; we made the decision to divert to ZZZ as that was the closest practical airport considering all options. We notified dispatch of our intention and reason for diverting and we had degraded flight control surfaces and sluggish response as per the flight manual. We then worked the overweight landing checklist and reviewed the flight manual procedure. I also communicated a cabin advisory to the FAs and informed the passengers of the situation.While inbound; the field was surrounded by thunderstorms and winds gusting to 25 knots out of the west.  After a normal landing and rollout; as we exited the runway; we noted ARFF was available to inspect the aircraft. They could see no anomalies; so we taxied to the gate. Of note: The flight manual approach procedure allowed us to reengage the Y ENG hydraulic pump for the approach as the overheat condition had subsided. We did just that and had normal hydraulics for the landing and rollout.




Synopsis: A320 Captain experiences a 'Y HYD Res OVHT' ECAM message just before reaching a cruise altitude of FL340. The pump is turned off and the overheat subsides. The pump is turned on and the overheat returns. The crew elects to divert to the nearest suitable airport. The pump is turned on during the approach and full hydraulics are available throughout the approach and landing.