elihoole/asrs-aviation-reports huggingface dataset:
Date: 201309
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Good weather; departing on 02R. After takeoff in the initial climb phase; the autopilot began in the LNAV mode to fly the published departure. Selected the autopilot between 500-1;000 FT; did normal flap schedule. During this process the EICAS displayed 'autopilot.' The First Officer was in the process of the after takeoff checklist and check in with ATC. We noticed the throttles had gone to the mechanical stops and speed began to exceed 250 KTS. The First Officer finally got to check in with the ATC departure and they requested us to slow to 250 KTS; which during this time; I selected speed intervention. The speed bug on the PFD was indicating 250 KTS. The speed window indicated 250 KTS when selected; but could not change the speed bug on the PFD in either direction. Continued to pull power back; but throttles kept going back to mechanical stop. Deselected autopilot; deselected autthrottles on the MCP; but also had to disconnect the autthrottles on the throttles before regaining control. Deselected F/D. Flew the departure manually for a short time and then reselected the F/D's on; autopilot on; autthrottles on and the aircraft seemed to be normal. EICAS advisory 'autopilot' went away. Autopilot automation failed to comply with airspeed. Next time I get an EICAS 'autopilot' advisory I will immediately disconnect all automation.


Second narrative: During these few seconds of trying to regain control of the automation; because we were in near-level flight and because the throttles were advancing to near full power; airspeed accelerated past the 250 KTS bug to 300 KTS in only 3-4 seconds. Captain turned off all automation very quickly; and slowed aircraft back to required 250 KTS speed. While we were above 250 KTS; approximately 15-20 seconds; ATC called to tell us he needed us to be at 250 KTS.


Synopsis: A B777 autothrottle system malfunctioned as the EICAS alerted AUTOPILOT with an audible warning. The aircraft accelerated beyond 250 KTS toward 300 KTS; which required disconnecting all autothrottle automation to regain control.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Lubrication Oil
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approaching level off at FL310; we noticed the Number 1 Engine oil quantity decreasing. We got out the low oil pressure checklist in anticipation of a problem and to review it; and then called Maintenance (via Dispatch). As we were talking to them; the oil quantity did reach zero; and the oil pressure began a slow decrease; and when it reached the red area we shut the engine down per the checklist. After consultation with Maintenance and Dispatch; we elected to return to the departure airport. We dumped approximately 110;000 LBS of fuel (planning for a landing weight of 630.0-maximum landing weight). We do have a concern; as the Number 1 and Number 4 tanks went down to approximately 25.0 on Number 1; and 22.0 on Number 4 while the Number 2 and Number 3 were still in the 35.0 range (with reserve fuel to go). This did not make sense; and we closed the Number 4 crossfeed so as to stop dumping from that tank; and proceeded the dumping. When the desired fuel was reached; we terminated dumping; and even though we had an EICAS message of 1-4 fuel imbalance; we elected to land in that configuration. This has already been discussed with the Fleet Technical Captain. As this was the first leg of an initial Captain OE; I (the Check Airman) elected to take the landing for numerous reasons; including winds in excess of 22 KTS; and the fact I had 'signed' for the airplane. The landing was uneventful; and we got to the gate with no issues.


Second narrative: While in cruise; at FL310; Right Engine Oil Quantity rapidly dropped to zero. Precautionary engine shutdown was performed and aircraft returned to [the airport]. Overweight; but normal single engine landing was completed.


Synopsis: Air Carrier aircraft experienced a loss of engine oil quantity and pressure; resulting in engine shut down.
Date: 201407
Local time of day: 0601-1200
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Fuel Issue
Result: Air Traffic Control Issued New Clearance

Narrative: Enroute from ZZZ to HYA on the cleared route of ZZZ MAREO2.BROCK ROD PVD KHYA.  Over central PA the Center Controller tells us we have a new clearance.  I asked if the route is up over ENE because if that was the route; we would be unable to accept it due to not having the required fuel onboard. The Controller then asked us if we were not going to follow an ATC clearance and said we were to declare an emergency; even though we didn't have any problems; we just could not accept that clearance.  The Controller said to expect a phone number to call; which he never did get to us.  After a minute or two went by; he reissued us another clearance that was from PSB HNK PVD KHYA which he told us we 'would accept'.  We did accept it because we had enough fuel to fly the route as cleared.  Several days later our POI called us about this incident.


Second narrative: [Report narrative contained no additional information]


Synopsis: Pilot reports of an issue they had with a Controller who issued a clearance the crew could not accept due to fuel. Controller then gave them a new clearance which the Controller stated; they would accept. Flight crew accepted the second clearance because they had the right amount of fuel for the flight.
Date: 202104
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: MD-11
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: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Troubleshooting; Communication Breakdown; Distraction; Human-Machine Interface; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings; Company Policy; Human Factors; Equipment / Tooling
Primary problem: Aircraft

Narrative: Flight diverted due to flap disagree left side and autopilot left aileron alert messages. Unable to connect with flight via SATCOM or VHF phone patch thru ZZZ ARINC for troubleshooting. Was able ACARS throughout. Per center; the flight did request priority handling. No fuel dump.Maintenance issue enroute. Aircraft repeatedly attempted to contact Dispatch for voice communication. Unable to troubleshoot the issue with the flight and Maintenance Control. Recommended inquiry into the NATURE of the maintenance issue causing the divert PRIOR to requesting a preferred divert destination. Also of concern was the inability of the flight to connect with Dispatch via either SATCOM or VHF phone patch to evaluate the maintenance issue. Also; flight crews continue to send maintenance issues via ACARS. This leaves Maintenance out of the communication loop when maintenance issues occur. Dispatcher must then call Maintenance and request they read those messages. Some Maintenance Personnel will not respond to operations control messages.




Synopsis: A Dispatcher reported an Oceanic flight experiencing maintenance issues was not able to establish voice communications with the Dispatcher and the flight crew did not send ACARs messages through the correct channels so they were unable to connect with maintenance control.
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Night
Aircraft: A300
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: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute at 34;000 feet the Number One Pressure Controller faulted.  We followed ECAM procedures and selected the Number Two Pressure Controller.  It also failed shortly after the first.  We again followed ECAM procedures; used the Manual Pressure Controller; and descended on oxygen masks to 10;000 feet under Center control and received vectors to destination. We followed all ECAMs; appropriate checklists and performed an uneventful ILS.


Second narrative: No additional information contained in this report.


Synopsis: During cruise flight the crew of an A300 lost the Number 1 Pressure Controller; followed by the loss of the Number 2 Pressure Controller; and descended to 10;000 on oxygen masks using the Manual Pressure Controller.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Embraer Phenom 300
Flight plan: IFR
Flight phase: Parked
Aircraft component: Navigation Light
Component problem: Design
Reporter organization: Other Unknown
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted
Contributing factors: Manuals; Aircraft; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Moisture was discovered in the NAV lights of both wings. I wrote them up. Maintenance Control sent me some cleverly worded Manufacturer's Guidance Letters and support documentation with pretty pictures from the Manufacturer that the moisture was ok to dispatch with... But there's nothing saying this in the Aircraft Flight Manual (AFM). Maintenance Control asked me to write 'entered in error' on the write-ups and I respectfully refused; citing a letter from the ZZZ1 FSDO stating that if the information isn't in the AFM; it isn't approved. This practice must stop. Of course an Original Equipment Manufacturer (OEM) will defend their product for a customer to keep them flying. Water; gas and fuel in close proximity [to electrical power] is just not a good idea. Common sense. Manufacturer's Guidance Letters [cannot] be used unless they are; in fact; incorporated into an FAA approved AFM. There's no way the FAA FSDO in ZZZ1 should cower from this position. Enough is enough. Legal is legal...Or give us a letter stating that the Aircraft Manufacturer can make whatever crazy and outlandish claim they [want] with; [or] without FAA approval. This is totally unsatisfactory.




Synopsis: A Captain reports about the continuing practice by his Company Maintenance Control to have pilots accept an Aircraft Manufacturer's Guidance Letter as approval to operate their EMB-505 (Phenom 300) with moisture in the sealed NAV lights of both wings. Pilot notes that Guidance Letters have to be incorporated into their FAA approved Aircraft Flight Manual (AFM) prior to being used for aircraft release. Aircraft refused.
Date: 201406
Location: ZZZ.TRACON, US
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Passing 10;000 feet on climbout Tail Compt Temp Hi Light illuminated. Completed memory items and QRH; declared an emergency and returned to the departure airport. Light extinguished prior to landing; landed below MLW and taxied to the gate after ARFF cleared us.




Synopsis: MD80 pilot experiences a Tail Compt Temp Hi Light passing 10;000 feet during climbout. QRH procedures are complied with and the flight returns to the departure airport.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Overrode Automation
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Human Factors

Narrative: Flying a steeper than usual glide path to a runway with displaced threshold. During transition to visual I inadvertently descended below the glide slope to achieve a normal sight picture. Received a Ground Proximity Warning and Glide Slope. Too much focus outside the aircraft. We were over the touchdown zone and a normal landing was completed. Attention inside and outside the airplane during transition to landing flare.


Second narrative: We were in the flare over the runway and received the 'Glideslope' EGPWS advisory immediately prior to touchdown. Aural Glideslope advisory while we were in the landing hover/flare. The First Officer hand flew the Visual Approach and maintained the Glideslope until we were approaching the threshold and he shifted his attention to the external environment. The Glideslope and PAPI (Precision Approach Path Indicator) for this runway may have been the cause when he transitioned to flying by outside reference and attempting to achieve a sight picture closer to our typical 3.00 degree glide path. We were over the touchdown zone and completed a very normal and uneventful landing.


Synopsis: Flight crew reported the First Officer hand flying a steeper than usual Visual Approach with a terrain warning in the flare.
Date: 202107
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
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Procedure

Narrative: Bag arrived to ZZZ with battery not removed prior to checking in. Bag was taken and customer reminded of hazards. Customer stated that bag was checked plane side due to no space.




Synopsis: Air Carrier Ramp Personnel reported a smart bag improperly configured for cargo compartment transport at destination airport.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
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: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: The aircraft had the Autothrottle System MEL inoperative. Center assigned a speed of 300 kts or greater; and direct to ZZZZZ waypoint. Upon handoff to [Approach]; we were then cleared the ILS XXR; and 2;200 feet was set in the MCP Altitude window. At the deceleration point to slow to 270 kts; the aircraft pitch adjusted nose up; but not enough; and the aircraft descended below the VNAV PATH and the lower crossing restriction of 12;000 feet prior to reaching ZZZZZ1.VNAV disconnect occurred and the Vertical mode reverted to CWS (Control Wheel Steering) pitch. The PF (Pilot Flying) intervened with Vertical Speed mode; and set 10;000 feet; in the altitude window for the next crossing restriction. Due to the autothrottles being inoperative; the thrust remained at idle the whole time; [there was] also negative turbulence during the descent. After passing ZZZZZ1 the VNAV PATH was re-joined with MCP VNAV mode; no further deviations during the descent. I was more focused on the magenta descent path deviation and the VNAV disconnect rather than the actual aircraft altitude; which caused me to be slow to react. Also I would like to add that other than the 300 kt speed assignment; there was nothing unusual and the autopilot should not have missed that altitude.




Synopsis: B737 First Officer reported deviating from altitude restrictions during descent to land.
Date: 201203
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
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 Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After being level at cruise for a few minutes we received an amber Oil pressure low light. We declared an emergency and followed checklist procedure and shut down engine; did overweight landing.




Synopsis: MD82 Oil pressure low shortly after reaching cruise altitude. The engine was shut down; an emergency declared; and flight diverted to the nearest suitable airport.
Date: 201808
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autoflight System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At takeoff; the auto throttles did not engage. We continued the takeoff with manual thrust control. During climb; the Captain first lost his Flight Director; followed by the loss of the heading indicator. At this point; I became the Pilot Flying since my instruments were working properly. After we switched control of the aircraft; he lost his altitude chevron and his airspeed bug parked itself at 160 knots; unable to change it manually. The Captain slaved his instruments to mine so he could have SA [situational awareness]. I took care of flying and ATC while the Captain and Relief Pilot worked the problem and spoke with Dispatch and Maintenance. After leveling off at FL350; we also discover that the left and center autopilot were inoperative and after checking the status page; we discovered that we were losing hydraulic fluid on the right system. We returned to ZZZ [urgently] and executed an overweight landing. After being cleared by fire personnel; we returned to gate with no further incident.




Synopsis: B767-300 First Officer reported experiencing multiple systems failures after takeoff resulting in a return to the departure airport.