elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 0001-0600
Location: TWF.Tower, 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: Takeoff / Launch
Airspace: Class D TWF
ATC / advisory: Tower TWF
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We diverted into TWF after going missed approach due to low ceilings. We landed uneventfully and departed after 90 minutes in TWF. Takeoff was uneventful from our perspective.  Upon arrival; a Nonrev Pilot in the back told us he didn't see any runway lighting on departure from TWF. The Tower was closed in TWF at the time; making it an uncontrolled airport with Pilot controlled lighting. The Captain and I both recall seeing runway lighting when we took the runway; however; the Pilot in back said he was approached by two Customers claiming they didn't see runway lights.The departure; flight; and arrival from TWF were uneventful. I do not remember activating the lights by clicking the MIC in TWF prior to departure. However; I specifically remember seeing side lights; runway remaining lights; and runway end lights. Weather; uncontrolled airport; unfamiliar offline airport; and long duty day were all contributing factors. I felt we did not rush; and we thoroughly reviewed procedures for the divert. A good discussion with all involved provided learning lessons in the event something like this occurs in the future.


Second narrative: [Report narrative contained no additional information.]


Synopsis: An air carrier crew diverted to TWF from a missed approach. After takeoff from TWF and upon landing; a non-revenue pilot notified the crew they departed with the runway lights off; also observed by passengers.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
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
Aircraft component: DC Ram Air Turbine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were level at FL350. Received R ENG OIL PRESSURE low warning. It was coming down rapidly from 10 and was at 2 within 45 seconds to 1 min. Oil quantity fell to zero very rapidly as well. Immediately moved the throttle to idle. Checklist and Phase One's were run to secure the engine before any further damage was done to the right engine. We [advised ATC] and flew a hand flown ILS to a full stop at ZZZ. Fire Crash Rescue was requested; was present and looked over the jet after we cleared the runway. They said there was no smoke or other issues so we chose to taxi out of the way since XYL was the only open runway. We discussed taxiing in and felt that there was no reason to tie up the taxiway so we taxied to a back-up parking area and shut down. When the shutdown procedures were complete and the logbook was filled out; we went out to look at the engine. When the Maintenance (MX) personnel opened up the cowl there was some residual oil but MX told us that the reservoir was totally empty. They found a hole that didn't have a plug in it on the ADG. They looked in the cowling and sure enough it was sitting there. It must have come loose inflight and allowed all the oil to evacuate the engine. Not sure if it was a safety wired plug or not.Seems that an ADG plug came loose and fell out. All oil was evacuated from the engine reservoir causing the warnings and subsequent engine shutdown and [advising ATC] and landing short of [destination]. I am sure the proper Mx personnel will look into the drain plug and whether it was secured or not. [We] debriefed our emergency and spent more time trying to figure out how we did and where we could have possibly improved our efforts/procedures. Seems to have been a MX issue that happens. I am sure the MX QA personnel will be on this and have great ideas to keep it from happening again if there was even some human error involved.




Synopsis: B757 Captain reported an inflight shutdown due to loss of oil pressure. Post flight inspection revealed the ADG drain plug had come loose and allowed all the oil to drain out.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While operating flight we were on our way up to 23000 feet as assigned to us by the [TRACON]. As we passed through about 19000 Feet the Cabin ALT Caution message appeared on the EICAS. We stopped the climb and noticed that the Cabin Altitude was continuing to rise at a rapid rate. Within a few seconds we got the Cabin ALT warning message on the EICAS. We then performed the memory items for Cabin Alt; donned the O2 masks and started an emergency descent back down to 10000 feet. We [notified] ATC (Air Traffic Control) and told them what was happening. On the way back to 10000 feet the cabin alt reached an altitude of about 13;500 feet. When we reached 10;000 feet we finished the checklists and contacted the company via ARINC (Aeronautical Radio Incorporated). I told Dispatch about our situation and they had us try the pressurization in manual mode which we did. At 10;000 feet the cabin pressure was going up and down between 4000 and 5000 feet. The Captain; Dispatch; and I came to the conclusion that it was best that we return back to ZZZ. We landed over weight at about 100 fpm on Runway XXL and taxied to spot XX. After we shut the aircraft down and the passengers deplaned the mechanics told us that butterfly valve in the low pressure duct was stuck open and that the aircraft was able to pressurize at lower altitudes but was unable to do so as the aircraft climbed up to higher altitudes.




Synopsis: Flight Crew flying CRJ-900 encountered Pressurization System failure.
Date: 201501
Local time of day: 1201-1800
Location: IND.Airport, IN
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C IND
ATC / advisory: Tower IND
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Cleared for a Visual Approach to Runway 23R at IND; we intercepted the Localizer on an approximate 10 mile final. About six miles from the runway we were cleared to land by the Tower. We intercepted the glideslope to use a reference for the visual approach and completed the checklist and 1000-foot call outs. Shortly after the 1000-foot call; Tower cleared another aircraft approaching the hold short for 23R for takeoff. We could see the aircraft (I believe a B757) cross the hold short and enter the runway as we descended. At approximately 700-600 feet and before the B757 had turned down the runway heading; the Pilot Flying suggested; and the Pilot Monitoring directed; a go-around. We announced the go-around to Tower and they gave a clearance to fly runway heading and climb to 3000 feet. Climbing through 1000 feet AGL; Tower gave us a left turn to an easterly heading and switched us to Approach frequency. An uneventful landing to Runway 23L ensued. Closer attention by the Tower Controller to aircraft position relative to the airfield would have prevented this incident. Also the Crew of the B757 did not ensure final was clear before crossing the hold short line. Had this incident occurred in IMC the only thing to prevent a possible collision would be situational awareness through radio communications.


Second narrative: Inside 1000 feet AGL (approximately 750 feet) on Visual Approach to 23R; Tower cleared aircraft in the hold short for takeoff. As the aircraft took the runway; Pilot Flying recommended and Pilot Monitoring called for go-around (approximately 500 feet). Flight was vectored and executed a visual approach to landing on Runway 23L. Tower must give adequate separation between arriving and departing aircraft.


Synopsis: B737 flight crew was cleared for a visual approach to Runway 23R when the Tower also clears another aircraft for takeoff on the same runway. As the reporter's aircraft was descended through 700 feet; a go-around is initiated; and vectors received for a visual approach to Runway 23L.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inbound into ZZZ; at 300 ft. prior to touchdown; the aircraft was unstable by being below glide path. I called for the go around and executed the proper steps. Afterwards; tower gave us instructions for vectors to come back into ZZZ. Over correction on pitch was the cause of the go around. PAPI indicates 4 red lights.Over [correction] downward pitch was the cause of the go around. We were 4 red lights on the PAPI. Since it was a visual approach; when I saw the 4 red lights on the PAPI; went for the go around and reconfigured for climb out. Kick the autopilot off earlier to trim the aircraft to be pitched properly for landing.




Synopsis: EMB-145 First Officer reported an uneventful Missed Approach and landing due to an unstable approach during previous approach.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 135
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: After the passengers left we started cleaning and preparing for our next flight.  The cabin door had been closed to the pre-catch position.  I needed to exit the aircraft and reached for the pre-catch lever to find that it was not there.  Upon further inspection the lever was there; just not accessible.We picked the airplane up from [Contract Maintenance] Aviation at ZZZ1 two days prior.  They had painted the aircraft and looked like they replaced the tread on the door stairs.  The lever was not routed properly on reassembly and was blocked by the cabin door stair frame preventing the lever from being actuated. Flight canceled.




Synopsis: A Captain reports the Pre-Catch Lever for the forward entry door had been incorrectly re-installed preventing actuation of the lever on a Cessna CE-680 aircraft. The aircraft had been released from a maintenance station two days earlier.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 2
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was conducting multiple practice instrument approaches in actual IMC in an aircraft with newly-installed modern glass panel avionics; after having conducted two previous VFR flights on previous days with practice instrument procedures in VMC.While executing the published missed approach procedure for the GPS XY approach; after entering IMC my engine monitor began flashing an alarm for low bus voltage less than 24 VDC. Indeed the alternator had stopped charging leading to the battery supplying all the instrumentation with power. Resetting the alternator failed to bring it back on line.I knew I had only 20 to 30 minutes maximum of power available from the ship's battery. I requested the GPS XY back into ZZZ for a full-stop landing. While executing the approach I turned off the few items I felt I could do without; including the #2 nav/com and all lights.The controller vectored me to the final approach course and I broke out on the GPS XY and landed without further incident.The following day I flew the aircraft under VFR conditions to a repair facility where the alternator; which had failed; was replaced.




Synopsis: The pilot of a C210 reported the loss of the alternator during climb on a missed approach in instrument conditions. A successful landing at the airport was completed.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Dash 8 Series Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Procedure

Narrative: I was training someone on Final and it was very busy and just barely VFR weather. A flight of two F-15's were cleared for ILS approach Runway 28L. My trainee was behind the power curve and it looked like he was working to make his plan work and then the lead F15 asked for a vector to rejoin his wing man. This was the start to a very distracted session on final with aircraft being fed at a higher rate of speed from the feeders than they should have been. The Lead F15 had trouble explaining what was going on and I suspected he had an emergency so I broke him out and in the process of hearing UHF and VHF frequencies overlapping it sounded like he was having some sort of emergency. In the mean time I had to put the final back together and took planes that were too high and too fast across the final approach course. An A320 was taken north across final for descent and then back south for a clearance to Runway 28R. A Dash 8 was being vectored behind the A320 for Runway 28L. The Dash 8 was level at 040 and the A320 was descending to 030. It looked like I had divergence but in all the chaos I didn't have time to measure it. The military needs to train pilots to be clearer on their needs and what they need when they encounter in flight problems. The military should use VHF radios when operating in a terminal environment and should make sure their aircraft are not constantly breaking down and causing in flight emergencies. Feeds to final should be at 210 KTS or less when final is busy. It is difficult to assess when a trainee is not going to be able to save a bad situation. Sometimes things just happen.




Synopsis: A TRACON Controller providing OJT had a probable loss of separation involving several Air Carrier aircraft and a flight of military fighters.
Date: 202106
Location: FLL.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp FLL; Tower FLL
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Ramp
Detector: Person Other Person
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: We were told to taxi by tower after landing on [Runway] 10L and contact Ramp Control. When we contacted Ramp Control they said we had entered the ramp without clearance; but we were still on a designated taxiway. My First Officer and I tried to find out exactly what is considered 'the ramp' on any of the charts or airport pages; but could not find any description of what is actually 'a ramp' or 'a taxiway' anywhere. We looked for signs on the way out but there weren't any. There were some alternating double-dashed lines in FLL around what I would consider 'the ramp' that were about 100 yards off the various concourses; but we were nowhere near those when we taxied in. One factor in this whole thing is the FO contacted the Ramp control frequency on the 10-9 page for North Ramp but only South Ramp was open. But we still were not in or on the ramp when we got that mess sorted out.




Synopsis: Air carrier Captain reported a ramp incursion and cited as contributing factors a lack of clear markings; signage and charting to designate the ramp area at FLL airport.
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pax Seat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Passenger; Person Flight Attendant
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During climb out; passing through approximately 7;000 FT; the 'A' Flight Attendant called the Flight Deck to report that water was leaking from the ceiling in row 12 above seats A; B; & C. After inspection of the overhead stowage compartment located directly above those seats; it was soon established that the water had leaked out of a passenger's Camel Pack stowed in it. The leak eventually stopped. A few minutes later; the 'A' Flight Attendant reported to the Flight Deck that the Flight Attendant Call Light and all Passenger Reading Lights located in row 12 above seats A; B; & C had switched ON and could not be switched OFF. The Captain advised Maintenance Control and Dispatch of the situation. VHF communication was challenging along this route segment and had to be re-established multiple times. What became apparent was that we were dealing with an 'ill-defined' problem. The Captain and First Officer discussed the situation and became increasingly concerned with continuing the flight with an unknown electrical situation in a PSU filled with water due to the possibility of electrical shorts and fire. The Captain exercised his Emergency Authority and diverted the flight with the concurrence of Dispatch and Maintenance Control. An uneventful approach was made. Maintenance Technicians inspected the PSU's in row 12 ABC; found it filled with water and applied appropriate procedures to dry it out and de-activate it. The flight was later re-dispatched under MEL 35-2D 'Row 12 ABC PSU's INOP'. Our three Flight Attendants handled this situation with great professionalism by providing detailed and accurate information to the Flight Deck. It was especially impressive that they observed that all 3 PSU's weren't functioning properly and promptly communicated these important facts to us on the Flight Deck.




Synopsis: B737 First Officer is informed during climb that water is leaking from the bins above seats 12 A; B; and C from a passenger's camelbak. Later it is reported that all reading lights above those seats have switched on and cannot be switched off. The crew elects to divert for maintenance.