elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
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: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After parking at the gate in ZZZ; ground personnel notified me that a panel was open on the right engine. I asked my FO (First Officer) to take a close look at it on the post flight and upon observation it appeared to have opened in flight and been damaged. No abnormalities were observed in flight. No ramp personnel in ZZZ1 gave me any notifications upon pushback that any panels were open. The First Officer assured me that everything appeared normal upon the preflight check of the aircraft. If the FO or ground personnel notices an open panel or latch; they should notify the Captain; as was done in this case on the post flight.




Synopsis: EMB-140 First Officer reported finding an open panel on the engine after a post-flight inspection.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Indicating System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not 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 Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing FL220 descending; it was noted L oil temp at 199 degrees.  QRH was completed; throttle idle gave an immediate (1-2 seconds) to 109 degrees.  Increasing throttle to 1.1 gave an immediate rise in oil temp indication.  Fuel temp (7 degrees) and oil quantity were normal for this phase of flight.  Fuel heat was not selected or on.  Opted to leave engine running at idle; as I felt it more prudent to have the engine in the event we needed increased performance.  An emergency was declared due to idle thrust on one engine.  Communicated with flight attendants what was going on; but did not advise them to prepare the cabin as I had not turned fuel lever off.  I spoke to the passengers on the ground that we were having the emergency equipment take a look at us; as we had an abnormal indication on approach.  While SE approach checklist was completed; throttles were not matched due to above.  I advised the First Officer I would land the aircraft.  An uneventful approach and landing concluded the flight.




Synopsis: MD-83 Captain experiences a high oil temperature indication during descent.  Reducing thrust to idle produces an immediate 90 degree temperature reduction and adding thrust returns the temperature to 199 degrees.  An emergency is declared and the approach is conducted with the left engine at idle.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: We had an aborted takeoff and had to return to the gate. Our duty day on this all nighter trip was extended by almost two hours. I arrived home after sunrise. I was now awake for over 14 hours. I almost crashed my car on the way home. I pulled into a 7/11 and gathered myself and continued home. I hope the Carrier will reconsider its scheduling tactics. All nighters on the back end should have ONE leg home not 2 or 3. It is dangerous!!!




Synopsis: A Flight Attendant reported fatigue because of multiple legs following an all night flight and as a result he felt unable to drive home safely.
Date: 201207
Local time of day: 1801-2400
Location: OWD.Airport, MA
Flight conditions: VMC
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class E A90
ATC / advisory: TRACON A90
Aircraft component: GPWS
Component problem: Design; Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport
Primary problem: Ambiguous

Narrative: On initial climb; Tower issued a climb to 2;000 FT MSL and a westerly heading.  After initial check-in with  TRACON; we maintained our initial instructions and leveled at 2;000 FT.  We were then issued a turn to the south; and upon entering the turn in a timely manner; approximately 6 NM West of the airport; we received an aural GPWS warning 'terrain terrain; pull up'.  At this point; we were in day VMC conditions and referenced the terrain page and continued the turn.  There was only one warning cycle given and evasive action was not initiated due to fact that we were in day VMC; myself and the First Officer were familiar with the area; no conflicting obstacles were noted on the terrain page nor visually; and the aural warning had stopped.  I believe that the only obstacle in our vicinity which could have been calculated by the terrain system as a potential conflict was an 878 FT MSL tower.  The flight continued without incident. Not knowing the minimum vectoring altitude in the area; it is difficult to tell the root cause of the event; whether we were taken too far West for our assigned altitude or if the GPWS system logic and parameters were responsible.  The GPWS did test successfully before the flight as well as each flight since.




Synopsis: Because they were flying in CAVU daylight conditions and were familiar with the area the flight crew of an unidentified Part 91 passenger flight aircraft chose not to respond to an apparently anomalous EGPWS 'Terrain' warning.
Date: 201902
Local time of day: 0001-0600
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather; Procedure
Primary problem: Weather

Narrative: We were North-bound on L-454 at FL360. I was the [Relief Pilot] and PM (Pilot Monitoring). Storm cells were rapidly building along the route ahead. The Captain (PF) and I agreed that an immediate deviation to the right was necessary.As we began our turn; I sent a Free Text to ATC via CPDLC. I chose this method of Comm because we were nearing our WATRS exit point; and wanted to get the information out to the widest possible audience - our current sector controller(s) and the gaining sector controller(s). We deviated approximately 8 miles to the East; and were turning back on course when [we] received CPDLC message 'Unable Deviation;' [then] 'Contact KZWY center on 133.5.' I checked in on 133.5 and at almost the same time received a SATCOM call from our Dispatch who patched us through to the WATRS controller.WATRS controller instructed us to climb to FL370. At this point we were talking to two different ATC facilities at the same time.The Captain was on VHF with KZWY and I was on the SATCOM with WATRS.We climbed to FL370 as directed by WATRS and the Captain informed KZWY. WATRS then began asking questions that were best answered by the Captain; so he took over on SATCOM and I monitored VHF.


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


Synopsis: B777 flight crew reported confusion with ATC following a CPDLC request to deviate around unanticipated weather.
Date: 201311
Location: ZZZ.ARTCC, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FL410 from ZZZ; we noticed a fuel imbalance; the Number Two Engine was 700 LBS lighter. We discovered the crossfeed valve Circuit Breaker (C/B) was popped and we were unable to verify its position. We ran the Crossfeed Selector Inoperative Checklist and had our Lead Flight Attendant visually check to ensure no fuel spray from the right side of aircraft. With no fuel leak indicated on Totalizers or visual; we chose to continue to our destination. But the imbalance was increasing; what seemed rapidly; with now 1;000 LBS difference between Engine One and Two.  We elected to divert to ZZZ2 as the imbalance increased. Although we did not suspect a fuel leak at this time; as we configured for landing; a deadheading Flight Attendant sitting near the overwing; reported to the Lead Flight Attendant that she thought she saw some misty spray when the flaps were lowered. As a precaution; we declared an emergency so Rescue could ensure there was not an associated leak. Rescue reported no leak and we continued to the gate. Maximum imbalance was 1;300 LBS. Contract Maintenance fixed all issues and released the aircraft.

Callback: Reporter stated he believes Contract Maintenance had replaced the fuel crossfeed valve to correct the problem.



Synopsis: During cruise; a B737-700 flight crew notices a fuel imbalance with #2 Engine fuel tank 700 LBS lighter. They discovered the fuel Crossfeed Valve Circuit Breaker (C/B) popped; but were unable to verify the valve's position. Imbalance increased to 1;300 LBS; crew declared an emergency and diverted.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ3
ATC / advisory: TRACON ZZZ
Second aircraft: SR20
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Aircraft X departed ZZZ IFR initially assigned 040 heading and 4;000 altitude.  Pilot checked on; was identified; handed off and shipped to ZZZ1 Approach having reported established on the airway northbound. Aircraft Y was cleared for the RNAV30 approach at ZZZ and issued direct ZZZ2 (roughly 010) climbing to 4;000 feet on his missed. He was switched to advisory.Aircraft X experienced a total electrical failure.  He lost comms and transponder.  Pilot elected to return to ZZZ VFR.  I was unaware of his intentions and had only a primary only target on his aircraft.  When Aircraft Y checked on; I stopped Aircraft Y at 3;000 feet as Aircraft X's last observed altitude was 4;200 feet with an assigned altitude of 4;000 feet.  Aircraft X descended into ZZZ and the altitude of Aircraft X as they passed about 2 miles lateral from Aircraft Y and whether or not he was VFR was unknown. The operation was as safe as it could be given the circumstances.




Synopsis: A TRACON Controller reported an aircraft experienced a complete electrical failure/communication loss and descended through the altitude of another aircraft while reversing course to return to their departure airport.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Aircraft component: Leading Edge Slat
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing on and safely vacating the runway we were called on inter-phone by the door 2L flight attendant. She indicated that she thought 'a piece of the wing had flown off' during the approach.  From the flight deck perspective the approach and landing had been uneventful.  The aircraft had normal flight handling characteristics and no observed performance degradation.  Throughout the descent and approach all flap placard speeds had been conservatively observed with extensions occurring approximately 10 knots below FM limits.  We nevertheless elected to err on the side of caution and contacted maintenance while taxiing to the arrival gate.  We informed local maintenance of our specific concerns.  Maintenance was ready and waiting at the arrival apron.  Subsequently; maintenance personnel met us in the cockpit as we completed our shutdown checklist items.  As it turns out; an approximate 12 X 20 inch jagged piece of the upper left inboard slat had ripped of and was indeed missing.  In reconstructing the events; the First Officer and I had no recollection of a bird strike.  In fact; there was no blood; feathers or other evidence to suggest that such an impact had occurred.  The only logical conclusion seems to be that the leading edge somehow suffered an integral honeycomb structural failure.  Maintenance assumed control of the aircraft and the subsequent write up of the defect.




Synopsis: After landing the Captain of a B757 is informed by the 2L Flight Attendant that a piece of aircraft flew off during approach.  Post flight reveals a 12X20 inch piece of the inboard left slat to be missing.
Date: 201503
Local time of day: 0601-1200
Location: A80.TRACON, GA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E A80
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: During descent on the KOLTT 2 to ATL; we received an RA requiring a climb. Before the RA we attempted to contact Approach numerous times to no avail due to blocked transmissions and high Controller workload. We complied with the RA; attempted to report our altitude excursion again to no avail. After returning to the last assigned clearance we elected to change radios (to the number two) thinking our original radio had failed. We were then called by Approach with the admonishment that for the last '30 miles we have been trying to call you.' At the next frequency change we switched back to the original communication radio (the number one) with no issues. We landed uneventfully.I feel we handled this event well using good airmanship and applied superior CRM skills. In general; two radio voice communications is (in my opinion) a very archaic way of controlling airplanes in congested airspace.


Second narrative: ATL Approach finally responded to our call. It was our sixth to eighth attempt to reach them. We tried COMM 2 and COMM 1 after we established communications with ATL. Both of our systems were operating normally. Also I had Guard frequency in COMM 2 the entire time; and never heard ATL Approach attempt to contact us on Guard.


Synopsis: A B737-700 flight crew reported they had difficulty contacting ATL Approach on a STAR arrival; citing frequency congestion and controller workload as contributing.
Date: 201601
Local time of day: 1801-2400
Location: SFO.Tower, CA
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground SFO
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: Aircraft X was assigned Runway 1R via A-A1. I turned my attention to placing flight progress strips delivered by CD; when I heard Aircraft X say they turned and went F1-B. There were no other aircraft affected. I instructed the aircraft to continue B to the end; then A-A1.There is something about the complexity of B & A between E & F1 that just perplexes pilots. I am assuming that this is not a usual line crew; given the holiday; so there may be a lack of experience taxiing at SFO. With that said; they made a mistake and it could happen to anyone.




Synopsis: SFO Controller reported of a taxiing issue. Pilot was given taxi clearance A-A1. Pilot reported they taxied via F1-B. Controller told the pilot to continue via B to A1. Controller reported about complexity of B & A and E & F1 that pilots have problems with.
Date: 202010
Local time of day: 1801-2400
Location: AVL.Airport, NC
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground AVL
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Following landing on Runway 17 I was given taxi instructions to remain on the tower frequency and to taxi north via Taxiway A and hold short of Taxiway C. I continued north on Taxiway A and was then told to hold short of Taxiway D. Nearing Taxiway E Tower asked me to stop and I asked the location of Taxiway D; as I had not seen the sign for Taxiway D. I told the tower I was approaching Taxiway E.The tower stated I had passed Taxiways C and D and asked if I could make a 180 on the taxiway to make room for traffic exiting A4. Upon making the 180 I saw signs for Taxiways D and C visible south on Taxiway A and could see that the opposite direction sign for both Taxiways D and C were blank. Tower apparently realized this and asked me if the signs were blocked and I confirmed this. No incursion took place. There is significant construction at this airport and Tower was not informed that the northbound signs for these taxiway were blank and there was no NOTAM (Notice To Airmen) to this effect.




Synopsis: Pilot reported missing signage for taxiways at AVL Airport resulted in deviation from taxi instructions.