elihoole/asrs-aviation-reports huggingface dataset:
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
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: About 30 miles out; HYD 1 LO QTY came on EICAS message. The flight crew monitored the hydraulic system page and found the hydraulic system 1 to be in the amber with good pressure and continued to monitor the page. A few minutes later had E1 hydraulic pump failure EICAS come on transitory and initiated the electric hydraulic pump to come on and the E1 Hydraulic pump failure message disappeared. The crew had requested vectors to the runway for landing; but was delayed due to FOD on one of the active runways. Also the Brake Degradation EICAS message appeared moments later as well; which has been a known mechanical issue as indicated by the write ups in the aircraft maintenance log.The flight crew ran the QRH for both the HYD 1 LO QTY and Brake Degradation EICAS messages and concluded that it was best to choose the longest available runway available at that time and to use flaps 45 with thrust reversers; but not to declare an emergency since the systems were holding up and no failures at the time. Upon touchdown the First Officer; who was flying; deployed the thrust reversers and pushed on the brakes. A couple seconds later the master caution message sounded with multiple EICAS messages. During this time the Captain took control of the aircraft and instructed me to [advise ATC of the situation]. The aircraft stopped on the runway just passed the 1;000 feet remaining marker.The Captain made an announcement to the passengers while I talked with operations and jointly the Captain and I talked with Tower to make arrangements to evacuate on the runway after the emergency vehicles stated nothing was leaking on the runway. We pulled out the QRH to look over the Hydraulic 1 system failure checklist for anything prevalent while we are stopped on the ground. Shortly after that we shut down the engines with the APU running via the appropriate checklists. After the bus and stairs arrived we evacuated the passengers off the plane onto the runway.




Synopsis: EMB-145 Flight crew reported a mechanical failure of a hydraulic pump requiring a landing with non-standard braking. Aircraft stopped at the end of the runway and was unable to continue on its own power due to lack of normal brakes.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Indicating and Warning - Landing Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In route; upon landing; 2 gear lights inoperative. Since my destination airport Tower was closed I asked to a low pass at a nearby airport to verify gear extension. Continued to fly and did a manual gear extension and still 2 lights inoperative. I declared an emergency and landed at that airport as a precaution. Checked gear and departed to my destination and landed safely.




Synopsis: After extending the landing gear; two BE36 gear down lights did not function; so the pilot declared an emergency; had a nearby Tower verify the gear down; landed and after checking the gear proceeded to his destination airport.
Date: 201601
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: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL290 slight smell of electrical fire fumes. Called Flight Attendants (FAs) and they reported no smell. Fumes intensified very rapidly. Donned O2 masks; [advised] center; coordinated immediate emergency descent/turn to ZZZ. Finished running Smoke/fumes checklist. Noticed Vent Blower and Exhaust ECAMS; ran those checklists. Contacted FAs giving them the TEST briefing and told them to prepare the cabin for evacuation. On descent fumes began to diminish; removed 02 masks; and informed FAs. Continued for normal landing; taxi to gate.


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


Synopsis: A320 crew during climb to altitude diverted due to electrical fumes. Avionics vent blower and exhaust ECAM indicated that system was malfunctioning. Checklist run; fumes diminished during descent. Crew continued for normal landing.
Date: 201301
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Second aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working Air Carrier X into Denver Approach Control and he had been issued a descend via clearance on the Kipper STAR I believe. The descend via clearance had Air Carrier X crossing Landr in the block FL200-220 and continuing his descent as per the STAR after Landr. Approach then called us up and APREQed Citation Jet entering our airspace from approach at FL210; which was landing at SNY an airport inside of my airspace. My D-Side then 'unabled' them because of the traffic and said that FL190 was approved and that we would have Air Carrier X cross Landr at and maintain FL200 at 250 KTS. Everything appeared to be completed. Air Carrier X was shipped to approach and I think that Citation Jet was on my frequency. Both aircraft were inside of approaches airspace. Next thing I know the two aircraft are flashing and Air Carrier X was losing altitude and is directly above Citation Jet. I noticed about a 500 feet vertical separation at its worst point. Not sure what Approach was thinking! This is a rare situation but this is going to be a problem with the new RNAV STAR's and there needs to be some kind of procedure in place. Either Approach needs to take this aircraft out of the departure gate next time or they need to hand the SNY arrival off to Denver Center Sector 15 at or below the altitude restriction for the first fix inside of Approaches airspace.




Synopsis: ZDV Controller described a conflict involving traffic handed off to Denver TRACON and traffic entering his/her sector; noting the separation instructions were forwarded but apparently not followed.
Date: 201910
Local time of day: 1201-1800
Location: DVT.Airport, AZ
Aircraft: No Aircraft
Airspace: Class D DVT
ATC / advisory: Tower DVT
Reporter organization: Government
Reporter function: Local; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Staffing; Procedure
Primary problem: Staffing

Narrative: I was an opener at the Tower with another CPC-IT. I was working both local positions combined as well as the CIC position. The CPC-IT was working Ground Control and not certified to work other positions. A supervisor was scheduled to be on shift at the opening time but was not at the facility or up in the Tower. This situation added to increased workload and complexity; leading to an unsafe situation. Ensure that there is ample staffing in the facility and that a supervisor is in the operation when short staffed.




Synopsis: DVT Tower Controller reported increased workload and complexity due to staffing level.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing; Thunderstorm
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: [Report] had been written up at least twice before. Maintenance fixed by changing parts. In climb with ice off received Anti-Ice duct warning followed QRH and closed 14th. Since icing wasn't a factor we didn't answer yes to any QRH questions and reached the end and closed the book. On final armed thrust reversers and they did not arm and we figured it out the QRH left out the associated important system loss. Opened the book quick applied malfunction 1.65 and landed. This needs to be changed! As far as the flight after initial malfunction stayed on west side of storms ACARS Dispatch and received prompt message return to the departure airport. Meanwhile dealing with off and on nuisance warning from duct even though both ice protect was off (never turned on for entire flight actually) and 14th was closed. Diverting around weather and keeping my Pilot Monitoring busy with QRH briefing passengers Maintenance; Dispatch and Operations. Let him go and got it done.Not sure as the only thing that would've prevented this would've been a flight test as it seems the repeated ground fixes while according to Maintenance was enough was insufficient.




Synopsis: A CRJ-200 CAS alerted ANTI-ICE DUCT so the crew completed the QRH and closed the 14th stage bleed before returning to the airport for maintenance because of nearby icing and thunderstorms.
Date: 201209
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737-300
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: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout; and at approximately 33;500 FT; the Cabin Altitude Warning horn sounded. We completed the memory items and requested a descent from ATC. The cabin altitude was 11;000 FT. We initially requested FL250. As we descended; the aircraft began to pressurize. The cabin descended at 1;000 FT per minute and was soon below 10;000 FT. At 25;000 pressure altitude the cabin was maintaining 5;000 FT. There were no indications of a pressurization controller or pack malfunction. When the situation was stabilized; we did notice that the duct pressure on the right side was near zero; and the pressure on the left side was near 50. We continued without further incident. The passenger oxygen masks did not deploy. There were no complaints from any of the passengers or flight attendants relating to abnormal pressurization.Upon arrival; I mistakenly contacted the Dispatcher responsible for the next leg of our flight; rather than the leg we just completed. I also contacted Operations to request Maintenance. Company Maintenance met us at the gate. The problem was explained to them and MEL options were discussed. They proceeded to contact Maintenance Control to work a solution. Maintenance Control and I completed a pressurization incident form via phone. The aircraft was taken out of service; and a spare aircraft was provided. En route to our next destination; I received a message to contact Dispatch upon landing. During the discussion that followed; I realized that I was not clear enough with the Dispatcher that we had a cabin pressurization problem. They were unaware of the event.




Synopsis: B737-300 Captain experiences a cabin altitude warning horn approaching FL350. A descent is initiated and upon reaching FL250 cabin altitude has descended to 5;000 FT. There were no indications of a pressurization controller or pack malfunction; but the duct pressure on the right side was near zero.
Date: 201206
Local time of day: 0001-0600
Location: ZSPD.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Aircraft component: Oxygen System/Portable
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Training / Qualification; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Attendant
When detected: Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Prior to departure from ZSPD; another Flight Attendant noticed that the tubing for two oxygen walk around bottles above onboard wheelchair were not connected. She asked the Maintenance Tech about connecting them but there was a language barrier. The Tech did not know how to connect the tubing. I then took the bottles out of the brackets and took them to the jetbridge. Since boarding was just about to commence; I connected the tubing to the walk around bottles and put them back in the brackets. The Purser and the Captain were advised. Our flight boarded without further input from Maintenance.Maintenance Technicians should be trained on how to connect tubing to O2 walk around bottles. Perhaps a reminder to crew members to check for tubing on preflight emergency equipment checks is needed as well. Perhaps there should even be a 'cross checker' for emergency equipment checks.




Synopsis: When a Flight Attendant discovered two walk around oxygen bottles without the tubing to the masks connected she was unable to get a Mechanic to correct the problem; in part because of a language problem. She; instead; attached them herself and advised the Purser and Captain.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Selector
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During practice approach; was receiving vectors on the downwind for ILS. Knowing FOB [fuel on board] to be limited (checked visually and measured with Shading prior to flight); selected AUX tanks in downwind cruise to optimize burn. After approximately 3 minutes; the right (#2) engine began losing power; with fuel flow fluctuations. Based on previous experience; I immediately selected main tank; expecting the engine to not lose power at all. However; the #2 did not regain power; and after about 20 seconds; I elected to land from the downwind; [after notifying ATC]. On base leg; was switched to Tower; and feathered the #2 engine. Turned final; completed an uneventful single engine landing and taxied clear of [the runway]. As I suspected; the AUX tank; upon fueling was empty. However; the main tank had approximately 17 gallons; with a total of 34 (1hour 30 min endurance) gallons on board. I am having my mechanic check the fuel valve.




Synopsis: The pilot of a BE-55 reported a loss of power to one engine after switching fuel tanks. After switching back to the main tank; engine did not recover; so it was feathered; followed by a successful landing.
Date: 201309
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Second aircraft: DA40 Diamond Star
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was working arrival combined RADAR positions. The traffic was light; while arrival was very busy. I was vectoring a sequence of about 8 aircraft when one of the last aircraft; Aircraft Z; asked me if I was showing two transponders active on his aircraft. He said that a previous Controller had told him they were picking up two tracks on him. I replied that everything looked normal and continued working. Shortly after; I heard the Conflict Alert (CA) going off and noticed that Aircraft Z was now showing two transponders that were resulting in the CA. I advised him of the issue and continued working. A minute or two later; still working the busy sequence; I heard the Conflict Alert again and immediately looked to Aircraft Z; and again; the CA was a result of his dual transponders. At about this time someone else in the room who was watching commented 'Is that really happening?' and I replied 'It's just a second transponder onboard; the pilot is aware of the issue.' Then the person said 'No; I mean over there; pointing!' At the exact same time as Aircraft Z's CA was going off; a second CA had begun to sound for two IFR aircraft in my airspace merging at 070. It was Aircraft Y indicating 110 or 120 knots followed about a mile away by Aircraft X indicating around 170 knots. Upon being made aware of the situation I told Aircraft X to turn left immediately and issued traffic. I also issued traffic to Aircraft Y. Closest proximity was 0.6 miles; same altitude. This was a busy arrival sequence; likely the busiest that I have personally worked in years. I allowed myself to succumb to tunnel vision; and focused mainly on the arrival airspace; which is 50 miles away from the bulk of my airspace. I should have requested help from the watch supervisor; either a split or a coordinator; but the situation in AR airspace escalated so quickly I didn't have any time to do so.




Synopsis: TRACON Controller described a conflict event when failing to note a developing conflict in part of his airspace after being distracted by a 'CA self conflict; two transponders on one aircraft' event in another area.