elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Flying Pilot on Aircraft X. We had a normal takeoff and departure. We were climbing with the autopilot engaged at a derated climb thrust through 10;500 feet when I thought I smelled a hint of something. Checking the engine instruments we noticed the left engine oil pressure was just barely above the low oil pressure amber band and the left engine oil temperature was high and climbing. The First Officer suggested we request a level off from ATC as I was beginning to pull back the thrust on the left engine. At this time I transferred control of the aircraft to the First Officer. I requested a level off at 12;000 feet with ATC to address an engine problem. The oil temperature gauge turned red indicating an overheat and the oil pressure was still very low. I pulled out the High Oil Temperature checklist from the QRH while the First Officer continued to reduce thrust on the left engine. By following the checklist we were able to reduce the oil temperature without having to shut down the engine. The faint smell also dissipated. We advised ATC that we would like to return to ZZZ. I also asked ATC if they could advise our company of our air turn back. We then transferred control of the aircraft back. Having just shot the ILS Approach on the previous leg; setting up and briefing went quickly. We also mentioned differences if we had to go around. We extended the downwind slightly to look up landing performance in the QRH. The approach; landing; and taxi in were normal. I was very impressed and appreciative of the First Officer's great inputs; teamwork; and professionalism during the situation.




Synopsis: 757 Captain reported low oil quantity and high oil temperature resulting in a return to the departure airport.
Date: 201208
Local time of day: 0601-1200
Location: DAB.Airport, FL
Weather elements / visibility: 10
Aircraft: M-20 B/C Ranger
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Parked
ATC / advisory: Tower DAB
Aircraft component: DC Battery
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: [I] picked up airplane after a completed annual. Firm had run down battery 2 during annual which had caused some loaded information in the right screen to be compromised. This caused left screen to malfunction. Later in flight it caused all navigation and communication to malfunction.




Synopsis: M20 pilot reports departing on an IFR flight plan in VMC with one battery completely discharged. This caused some loaded information in the right screen to be compromised then the left screen malfunctioned. Later in flight it caused all navigation and communication to malfunction.
Date: 201506
Local time of day: 1201-1800
Location: FXE.Airport, FL
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower FXE
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In FXE I was cleared to land Runway 9; ATIS information reported wind from 110 degrees at 13 knots but during the approach the wind was pushing the airplane to the left of the runway centerline. A wind check was asked and tower reported that the wind was now coming from 140 degree; then a side slip was done to correct from the wind. The approach speed was faster than the established and the landing flare was made too soon which result in hard landing and high- speed taxiing. With the wind hitting the airplane from the right; I apply right rudder to remain in the centerline while waiting to slowdown the airplane and exit in the nearest taxiway. Clearly I used excessive rudder considering that the airplane was rolling faster than normal and that resulted in skidding to the right of the runway. There was an attempt of mine and my safety pilot to stop it but failed and the aircraft end up hitting a runway taxiway sign. This incident could have been avoided if I; as pilot in command; had decided to go around in the proper time.




Synopsis: Cessna 172 pilot reported losing directional control after landing and hitting a taxiway sign.
Date: 201709
Local time of day: 1801-2400
Location: ATL.Airport, GA
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ATL
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [We were] almost hit by a B777 aircraft being pulled by a tug while taxiing in Atlanta after landing. We turned off from Runway 8L on B11 taxiway. The Tower told us to turn right from B to V and taxi into T concourse. I was the PM and read back the clearance. I heard the Tower tell the tug towing the aircraft to hold short [of] our taxiway (after crossing the parallel runway we just landed on) to allow us to pass on the taxiway. He read the clearance back to acknowledge. He was crossing the runway and I was watching him with good situational awareness to make sure he would stop. As he crossed the runway he sped up instead of slowing down to hold short of our taxiway where we were converging. The Controller shouted on the radios; 'tug stop; stop; stop.' At the same time I pointed and told the CA 'he is not stopping' and the CA turned and saw him and turned our aircraft right to swerve and avoid him.  The tug was able to stop at the last minute and he did not hit us or damage the aircraft. The tug did not have bright lights so it was very hard to see him. We had all of our taxi lights on; so he should have seen us. We continued to the gate normally and no other incidents.Tug driver failed to stop after and hold short of the taxiway after he read it back on the radio. Better communication between everyone. Better lighting on tugs and aircraft being towed.




Synopsis: B737 First Officer reported a near collision occurred on a taxiway in ATL when a B777 being towed failed to hold short as cleared and entered their taxiway.
Date: 201209
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Weather elements / visibility: Icing
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: General Declared Emergency
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: Air Carrier X called me level at 10;000 FT and reported moderate mixed icing. I asked him the outside air temperature to file a PIREP. I talked to another aircraft and three more aircraft called at once. I heard Air Carrier X request block 140b100; I assigned 100b140. I talked to the other two aircraft and soon after Air Carrier X in a shaken voice; hard to understand; said 'Air Carrier X emergency procedures.' I noticed he was losing altitude so I issued traffic to him as there was a Caravan off his left wing at 5;000 FT he requested 5;000 FT. I issued 6;000 FT for traffic. He asked for a heading; I told him deviation approved as needed. My D-Side was on the line with Approach as this happened on the border between Center and TRACON. The TRACON requested control and communication as he was headed their direction. I asked the pilot what heading he would like he said 300. I assigned 300 and 5;000 FT as traffic was now clear and shipped him to the TRACON. I didn't ask him all the emergency questions as required; as his voice indicated that he was under stress and busy with the aircraft. Looking back I should have verified more information. There was little time and he was already in icing when he called I'm not sure if there was a lot I could have done to prevent it from happening. The aircraft below him at 5;000 FT didn't report any icing.




Synopsis: Enroute Controller described an icing event that resulted in an emergency declaration. The Controller acknowledged that all the required emergency information was not obtained from the pilot.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Release Refused / Aircraft Not Accepted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff at approximately 1;000 FT; flight deck fumes of unknown origin. Flight attendants reported fumes in cabin as well. Declared emergency and returned to the departure airport. Taxied to gate and off loaded all passengers. Flight crew and flight attendants; all reported eye irritation; sore throats; [and] headaches. Flight crew used oxygen 100% per Smoke/Fume QRH procedure. QRH procedure accomplished and emergency landing at the departure airport.




Synopsis: An A320 crew detected fumes of unknown origin after takeoff; so the pilots donned oxygen masks; declared an emergency; completed the QRH and returned to the departure airport where the crew reported sore throats and burning eyes.
Date: 201308
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Our flight was filed KZZZ SBI3 HRV J37 MGM WARRR1 KATL. Enroute ATC filed us direct CATLN which is on J37. After a frequency change we were cleared direct CATLN; and I read back direct CATLN. Several minutes later ATC asked us to verify that we were direct PAYTN. I told him no that we were direct CATLN. He informed us that that was not on the WARRR1 arrival; and we should go direct PAYTN. We informed him it was not on our flight plan and we were going CATLN MGM then the WARRR1. He said no big deal and to go direct PAYTN WARRR1.I think if the two fixes name were not similar this event could have been avoided. As the non-flying pilot I should have confirmed we were cleared direct CATLN. I read back direct CATLN; but I did have some doubt; it just made sense that [we] were cleared there because it was on our flight plan so I did not verbally question it.




Synopsis: Inbound to ATL and filed via the WARRR RNAV STAR the flight crew of a B717 misunderstood an ATC clearance to go direct to PAYTN (the initial waypoint of the PAYTN.WARRR arrival) as direct to CAYTN; a fix further along their enroute airway; J37; but which is not a part of any transition to the WARRR STAR.
Date: 201602
Local time of day: 1801-2400
Location: JAC.Airport, WY
Weather elements / visibility: Icing; Snow
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground JAC
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Other / Unknown
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Human Factors; Airport; Weather
Primary problem: Weather

Narrative: Airport authority issued a Field Conditions report (FICON) for the apron indicating dry snow over packed snow braking action poor. Actual conditions were more than 2 inches dry snow over ice braking action NIL. Two separate aircraft had near misses with ground handling equipment taxiing on to the apron. Both aircraft had completely locked brakes and were still advancing under idle power. Ramp personnel had to give emergency engine cut hand signals to stop the aircraft. One aircraft skidded approximately 40 feet before coming to a rest 6 to 8 feet from a passenger boarding ramp and the wing leading edge. The other aircraft began to yaw uncontrollably and came within 8-12 feet of a wing tip striking a truck.The airport had not conducted snow removal on the apron all day. The airport only issued an accurate FICON for the apron after both pilots gave PIREPs of NIL.




Synopsis: A Ramp Agent reported that two separate aircraft experienced near misses with ground handling equipment on the apron because of NIL braking. The airport authority had issued a Field Conditions (FICON) report for the apron indicating dry snow over packed snow with braking action poor.
Date: 201503
Location: ABE.Airport, PA
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 9
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Other Flight School
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class C ABE
ATC / advisory: Tower ABE
Second aircraft: PA-28R Cherokee Arrow All Series
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was inbound for landing on Runway 31 at ABE behind a CRJ. The other aircraft was in the right downwind. Tower asked the Arrow if they saw us (the Cherokee). They responded; 'Yes.' The Arrow was instructed to follow us (the Cherokee); but proceeded directly towards us. The aircraft ended up right over top of us before ATC intervened. I continued to descend for I was unsure of ATC's intentions; and the Arrow is faster. The Arrow continued to descend right over us for at least a minute until ATC instructed them to turn away. I feel ATC should have responded sooner; so the Arrow was not allowed to get so close.




Synopsis: Light aircraft pilot reported an NMAC on approach to ABE.
Date: 202201
Local time of day: 1801-2400
Location: MIA.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MIA
Aircraft component: Radio Altimeter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Flt ABC; MIA-ZZZ. At Gate Both Captain & First Officer RA displayed fluctuations 10 to 2 at Gate and during push back. After engine start; RA both displayed -4; but TCAS FAILED was now displayed on both NAV displays and LNAV went active from white (armed) to active green with lateral course display on both PFD's. Aircraft taken out of service by Maintenance. ASAP Filed. Maintenance history on aircraft instruments. Needs to include all aircraft instrument malfunctions and issues with 5g interference/activation.




Synopsis: Air carrier Captain reported the aircraft was taken out of service after returning to the gate to address the failures of the radio altimeter and the TCAS system. Reporter cited 5G interference as a probable cause.
Date: 201807
Local time of day: 0001-0600
Location: MIA.Airport, FL
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Air Traffic Control Issued New Clearance; General Release Refused / Aircraft Not Accepted
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Between a LICENSED PROFESSIONAL DISPATCHER AND PROFESSIONAL LOAD MASTER they could not figure out the correct fuel for a 4.5 hour flight. Dispatch gave the load master an incorrect fuel load and also worked takeoff numbers for Runways 9/26R/26L. Runway 9 was NOTAM closed and MIA was departing east. This resulted in having to remove freight; taking a 2.5 hour delay and timing out the crew. Factors that contributed to the event: communication between departments and experience level of individuals involved.


Second narrative: When we entered the zero fuel weight into the FMC our actual weight was greater than that on our weight and balance sheet. The Loadmaster stated that the Dispatcher gave him the fuel load in kilograms not pounds. Whether this was the case or just a misunderstanding it takes a lot more fuel to fly from MIA to ZZZ.


Synopsis: Air carrier flight crew and Dispatcher reported that a communication issue resulted in an incorrect fuel load.