elihoole/asrs-aviation-reports huggingface dataset:
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
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 Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Air traffic control had assigned us airspeed of 280 knots; but then gave us normal speed. I acknowledged the instruction while the Captain advanced the thrust levers. Within a minute of moving the thrust levers forward; the captain noticed a spike of the Number 1 engine oil pressure to 140 PSI. After observing the oil pressure for a few seconds; the captain decided to retard the thrust lever on the Number 1 engine. As she retarded the thrust lever; I observed the oil pressure fluctuating between 99 PSI and 150 PSI. The pressure remained in the amber; approaching the red range; so the captain decided to turn off the Number 1 engine. She then told me to tell ATC that we were shutting off an engine and to declare an emergency. She disengaged the autopilot; trimmed the aircraft for single engine flight and called for the engine failure/precautionary checklist. While she was doing that; I quickly looked at the MFD to determine our position; and realized that ZZZ airport would be our best option. At that time; we were approximately 65 miles northwest of ZZZ. I communicated my thoughts to the Captain; and she agreed that ZZZ was our best option and told me to request direct to the airport. I declared an emergency and we were cleared to fly direct to the airport. I completed the engine failure/precautionary engine shutdown checklist; and all other checklists associated with that procedure. After the engine was secured and the start/stop selector was in the stop position; there were no other indications of fire or severe damage. We landed safely and without incident. I think all things considered; we worked very well as a crew. We communicated all thoughts to each other so that we had a shared mental model of the situation. The Flight Attendant and ATC were also kept in the loop so that everyone was fully aware of the situation and the plan. ATC also was a very big help in getting us to ZZZ and getting the plane on the ground as quickly as possible. If I had to do this whole thing over again; I would do everything exactly the same.




Synopsis: EMB145 First Officer describes a precautionary engine shutdown and diversion due to high engine oil pressure.
Date: 201910
Local time of day: 0601-1200
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Our crew had just completed the initial water walk when our C FA (Flight Attendant) told us that the passenger in XAC was very anxious and she wanted to move him. We decided it would be best to put him in the last row so we could keep an eye on him. The passenger then admitted to C FA that he was an alcoholic and that the last two days were very difficult on him. The passenger was coherent and did not appear intoxicated (slurred speech; difficulty standing; etc) however' he would get a nervous leg and at times shaky hands. He did state he would need to consume alcohol during the flight due to the fact that he was an alcoholic. We gave him 2 drinks on our first cart service. One of our FA's who was non revving was seated nearby and offered assistance. She sat with him; conversing and monitoring him while we were doing cart service. We did allow him to continue to have drinks throughout the flight at an intermittent and monitored pace which seemed to calm his physical symptoms of shaking. At no time during the flight was the passenger aggressive or belligerent. He was compliant with FA's and apologized to flight attendants several times throughout the flight.This was not an open and shut case of a 'drunk' passenger in the traditional sense of the word. The situation was precarious as we did not want to risk a possible medical/diversion by not serving him. In retrospect; this was more of a medical type of situation than a disruptive passenger. I recommend further training on this matter.




Synopsis: A321 flight attendant reported having a self reported 'alcoholic' passenger in their flight.
Date: 201710
Local time of day: 1801-2400
Location: FFZ.Tower, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D FFZ
ATC / advisory: Tower FFZ
Second aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X checked in 8 south and was instructed to make left traffic RWY 22L. Aircraft Y was departure roll for a south bound departure. As Aircraft Y started his southbound turn I recognized his course converging with Aircraft X. I issued traffic when they were over a mile apart. Aircraft X reported Aircraft Y in sight below him when they were about 3/4 of a mile apart. It appeared that Aircraft X passed approximately 400 ft above Aircraft Y. I found out today that Aircraft Y reported a NMAC regarding this incident.I should have recognized the conflict sooner and issued instructions like have Aircraft Y fly straight out till he was passed Aircraft X.




Synopsis: FFZ Tower Controller reported overlooking a potential conflict between an arriving and departing aircraft until they were almost converging.
Date: 201502
Local time of day: 1201-1800
Location: RJJJ.ARTCC, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center RJJJ
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Human-Machine Interface
Second reporter function: Captain; Pilot Not Flying
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 Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During cruise the DC distribution bus 1 breaker no.1 popped. This caused the loss of the c autopilot; LNAV and VNAV. We had a number of caution and status messages; all appeared to be not related in any specific way. I flew the aircraft as the Captain contacted maintenance. We found the breaker out and the First Officer iPad RAM mount in the vicinity of the breaker. We suspect that the mount was pushed against the breaker causing it to pop. The breaker was reset after maintenance consult. All systems returned except no 1 engine EEC which remained in the altn mode. There is no specific place or sop location to stow an unused ram mount.


Second narrative: At cruise; the autopilot disconnected; and we started to see multiple EICAS and system failures. All major systems seemed to be working normally. We contacted dispatch who got Maintenance Control on the line and began to trouble shoot. When we checked the circuit breaker panel; we discovered that the iPad ram mount was laying up against the c/b panel on the floor. When we moved it; we discovered the DC Distribution bus 1; c/b 1 was popped. After conferring with Maintenance Control; we concluded that the failures were probably caused by the iPad mount hitting and popping the CB. Maintenance Control said that he would recommend resetting the breaker if I was in agreement and I was. I exercised my captains emergency authority and pushed the breaker in. All systems were restored except the number 1 EEC. We accomplished the EEC failure checklist and continued on to our destination. There were no further failures or breaker pops for the remainder of the flight.


Synopsis: B747 flight crew experiences failure of the DC Distribution bus 1 in cruise. After contacting Maintenance Control it is discovered that a circuit breaker had tripped and was likely caused by the iPad ram mount; on the floor; hitting it. The circuit breaker is reset.
Date: 201707
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion; Distraction; Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
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 Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to push I called Clearance Delivery to check and see if we needed an amendment to the clearance due to recent software issues with the FMS. They said no this departure is fine. As we started our initial climb the intercept fix and first GPS fix moved to different locations on the MFD causing the flight director to show a right turn instead of left. I flew for another few seconds and asked the Captain to get us a heading. When he decided to do so ATC assigned a left turn. Recent issues with the 27.1 Honeywell software. Have SFO Clearance delivery issue headings until it's fixed.


Second narrative: On departure out of SFO we deviated from the published course on the Offshore 1 departure. The offshore requires a turn to intercept the 350 degree radial off of SFO. We continued to fly straight for approximately 4 miles. The flight director on the PFD never commanded a turn; on the map screen of the MFD the point where the turn was supposed to occur continuously 'bumped' to some distance down the road. The First Officer and I both discussed what was happening; as it was happening and knew that a turn was required by the time we decided to ignore the flight directors commands the ATC controller gave us a left turn direct SEGUL. I believe the cause of this event was a glitch in the FMS. A contributing factor is the fact that we as the flight crew did not recognize the problem in a timely enough fashion and make the turn to the appropriate course. In order to avoid an event like this from happening in the future I think that it is important for flight crews to know the departure that is being performed thoroughly and be able to revert to a different from of navigation; either going to VOR nav or advising the ATC of a malfunction FMS and asking for assistance.


Synopsis: EMB-175 flight crew reported an anomaly with the Honeywell FMS version 27.1 software during their initial climb. A navigational error resulted requiring a radar vector from ATC.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At cruise we received a cabin call that a FA (Flight Attendant) had lost consciousness and fallen in the aisle hitting her head. A PA was made for medical assistance and a doctor and a nurse responded. Flight deck crew contacted dispatch for a MedLink patch and assessed divert options. The injured flight attendant regained; then lost consciousness again. My inquiry to the flight attendant on the interphone was regarding whether in the doctor's opinion a diversion was necessary and how dire the circumstance. Though I did not get to speak directly to the doctor; it was communicated that we needed to divert. Since ZZZ was only 20 minutes away and it was obvious the injured flight attendant would not be able to continue the remaining 4 hours. I spoke to the dispatcher and it was agreed that ZZZ was the best alternative. Even though MedLink was standing by on the frequency; it would have been an unnecessary delay in getting all the information to them as we already had confirmation from the doctor and nurse onboard that the FA was in a bad condition and should be taken to the hospital. I [advised ATC] and since ZZZ is a very familiar airport; commenced a VFR descent and landing to XXR albeit slightly over landing weight (147;000lbs). Upon landing and at the gate; the FA was removed by EMT's and transported to the hospital. [Maintenance] performed the necessary over weight inspection and replaced the medical equipment used during the diversion. A replacement FA was contacted in flight to ZZZ and assigned to our continuation.




Synopsis: B737 Captain reported a diversion after a Flight Attendant lost consciousness and hit her head during cruise.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
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: AC Generation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Operating with MEL due to #2 IDG (Integrated Drive Generator) Inoperative. MEL requires APU generator in lieu of offline generator. APU generator kicked offline.  Ran QRH; reset per QRH; then it kicked offline again within a minute. QRH says to land at nearest suitable airport. Diverted to ZZZ; which was roughly 180 miles away. Remainder of flight uneventful.


Second narrative: Our #2 IDG (Integrated Drive generator) was MEL'd and we were using the APU to power #2 Transfer BUS per the MEL. In cruise; the B Autopilot disconnected; and we got a #2 'source off' light. The APU GEN OFF BUS light was illuminated but the APU voltage and frequency read zero. We accomplished the 'Source Off' QRH. We were unable to get the APU back on the #2 BUS. Per QRH guidance; we diverted to ZZZ; the nearest suitable airport.Recommend dispatching aircraft with fewer MELs when transiting maintenance bases.


Synopsis: B737-700 flight crew reported diversion due to APU generator failure inflight following dispatch with on operating IDG.
Date: 201707
Local time of day: 1201-1800
Location: P50.TRACON, AZ
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E P50
ATC / advisory: TRACON P50
Second aircraft: Fighter
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Deer Valley requested release on IFR Aircraft X off Runway 25. I contacted LUF North sector to request release as required by our LOA for DVT Runway 25 IFR operations. During the coordination; I specified that Aircraft X would be climbing to the flight levels towards BXK. LUF-N approved the release. I then released Aircraft X with Deer Valley Tower. When Aircraft X became airborne and I radar identified them; I called LUF-N for a point out to take Aircraft X towards BXK climbing to FL210. LUF-N approved the point out. I coordinated a climb to 10;000 with the next departure sector and handed Aircraft X off to Navajo. A few moments later; LUF-N called back with 'Traffic'. The LUF-N controller issued traffic 10 miles west of Aircraft X indicating 2;400 MSL; a flight of 2 [military aircraft] climbing to conduct simulated flame-out operations over the LUF TACAN. I responded with 'traffic observed' and; after quickly checking with the Navajo Controller; confirmed to the LUF-N controller that Aircraft X was climbing to FL210. Within seconds; the [Military aircraft] climbed directly into the side of Aircraft X at about the same indicated altitude. According to the Navajo controller; Aircraft X responded to an RA.Recommend educating the LUF RAPCON controllers about what taking a point out means and issuing restrictions if necessary. Also; the [military aircraft] operations could have taken place at a safer altitude; such as 9000 MSL; and not been in conflict with Aircraft X. I informed LUF of how we planned to work Aircraft X at least twice and they did not communicate to me any concerns.




Synopsis: Phoenix TRACON Controller reported a departure that was coordinated; pointed out; and then had a conflict due to the other facility not knowing what to do.
Date: 202109
Local time of day: 0601-1200
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: Descent
Airspace: Class B ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Recirculation Fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on vectors and at 5;000 feet on the ZZZZZ4 Arrival into ZZZ; the flight deck began to fill with smoke. The Captain (Pilot Monitoring) immediately donned the oxygen mask. I (Pilot Flying) immediately turned the re-circulation fan off. This action seemed to prevent the smoke from getting worse. Once the Captain had his oxygen mask on; he notified ATC and reported to ATC that there was smoke in the cockpit. ATC began to give us vectors to Runway XX at ZZZ. At this point the smoke had begun to dissipate and we concluded there was no fire and the re-circulation fan was likely the cause of the smoke. We continued to land. On the ground the emergency vehicles reported no apparent fire or damage from the outside. The smoke had stopped filling the flight deck and had almost completely dissipated so we elected to taxi back to the gate.




Synopsis: Air Carrier First Officer reported a smoke event on the flight deck during approach. Captain requested expedited handling and executed a safe landing.