elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: Aircraft X was on route level FL350. Aircraft Y was on a vector to achieve spacing landing SLC at FL350. Aircraft X was a bit faster (I think 15 kts or so). I turned Aircraft Y back to EFFTA. My D side brought color on EDST. This is when I realized the two aircraft were traffic. I descended Aircraft Y to FL340 and turned Aircraft X 30 degrees left. I told Aircraft Y to report level FL340 and didn't get a read back. I was watching the CA (Captain) on the scope and saw as close as 4.99 NM. First I should have scanned and noticed the traffic before turning Aircraft Y back. Next I should have pushed Aircraft Y down to FL330 (even though I don't think this would have saved it).




Synopsis: ZLC Controller reported incorrectly sequencing aircraft resulted in an operational error.
Date: 201605
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ; Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: Attempted to make instrument approach [the ILS]. Control tower was closed; ZZZ approach was closed. Per [company procedures]; we were required to do an instrument approach and could not accept the visual. [Center] could not give us lower any lower that 6800 at the FAF (ZZZZZ Intersection) which was charted at 4700. We were unable to get a stabilized descent at such a high altitude. We stated we would need another approach. We requested the GPS [approach]; were cleared to ZZZZZ1 Intersection at 8000 with no further instructions-this was [at] an intercept angle of 180 degrees to the final approach course. Approximately 4DME prior to reaching ZZZZZ1 Intersection; the aircraft started a turn to join the final approach course. We queried ATC as to whether we were cleared for the approach; he seemed to question our position as he was working other multiple approaches and had a [medical] flight inbound to [the airport]. Center advised he had another aircraft approaching for [the runway] and vectored us around to join the approach again for GPS. We proceeded back to ZZZZZ1 Intersection; Center cleared us to cross ZZZZZ1 Intersection at 8000 and cleared us for the approach. We ensured the aircraft crossed ZZZZZ1 Intersection properly and made a stabilized approach and landed without incident. The controller suggested we file an ASAP to encourage approach to stay open later which would have allowed clearance to the labeled altitudes on the approaches.Have approach open later and able to give standard (lower) altitudes as listed on approaches (or) allow [Company aircraft] to accept the visual at ZZZ when the tower is closed since Center can not clear low enough to get a stabilized approach.




Synopsis: A CRJ-700 Captain reported challenges when flying an approach into airports at night as their company does not allow visual approaches at night with no operating Control Tower.
Date: 201602
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: [Flight Crew sent message] 'NOT ENOUGH FUEL FOR ZZZZ. FOB 34.2' [38 minutes later; Flight Crew message] 'FOB 56.6'Dispatch was unclear on what had transpired. Many reports on this particular issue; yet they continue with regularity. Why would a flag carrier crew member send to dispatch an ACARS message 'not enough fuel'; then proceed with the flight with no further communications to clarify whatever that meant with the dispatcher? Was the original dispatch release not safe? Did the Captain sign the original dispatch release? At what point did the original dispatch release not have enough fuel? Did I; the flight dispatcher; violate company policy be sending an illegal dispatch release? To the best of my knowledge; I provided a dispatch release that was in full accord with all company policies.




Synopsis: Dispatcher reported on crew communication difficulties regarding fuel loads on an international flight.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 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
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise I noticed the right engine was indicating lower thrust than the left. It had been a very smooth reduction with no apparent noise change. The Engine Pressure Ratio (EPR) was high relative to the left engine and the other engine indications were low. Though we were above the clouds; I turned on engine anti ice because of the disparate EPR / N1 indications. This resulted in no change. Pushing the throttle forward would yield only 3;000 Pounds Per Hour (PPH) fuel flow. The airspeed began to bleed off at this point and the rudder/aileron displacement was commensurate with a lower thrust on the right side.We contacted dispatch; [maintenance]; [Operations Manager]; and got a lower altitude from ATC. There was no EICAS message except for a 'datalink lost.' I was assuming a fuel control problem and didn't know if it was going to further degrade the thrust; so was hesitant to continue toward the high terrain ahead and opted for a diversion to [a nearby airport]. We coordinated this with the above authorities and proceeded to [alternate]. About 20 minutes from [alternate]; the right engine regained normal function and stayed that way through the landing and taxi in.In flight; [maintenance] was showing normal indications from the aircraft (though we had an EICAS message of no datalink) and the mechanic said the data he pulled up showed no abnormalities. We emailed photos of our engine indications to [maintenance] and they are sending mechanics tomorrow to look into it.


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


Synopsis: B757 flight crew reported experiencing a power loss in the right engine at cruise altitude. Flight diverted to a nearby alternate; and the engine began operating normally during the descent.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: During taxi-out; after leaving the ramp area; flight attendants notified us there was a fire in one of the first class galley ovens. The Captain stopped the plane I notified ATC and; with Captain's concurrence; requested ARFF equipment to be dispatched. The Captain instructed our Relief Pilot to proceed to the cabin with fire extinguisher but the cabin attendants had turned off oven and the fire/smoke had dissipated.The Captain advised ATC and the ARFF Commander that the problem was under control while I contacted Operations. We were assigned and returned to the gate where Maintenance discovered a bad heating element in the #2 oven. They disabled and deferred it; completed logbook entries and the flight proceeded to our destination.


Second narrative: The mechanic working on the oven informed me they would simply placard the oven inoperative and then release the aircraft. I was not content with that course of action; especially since no one knew the source of the fire. I asked the Mechanic what it would take to remove and repair the oven so we could see if there was any other damage. He said it would take two hours and they didn't want to do it. None of my crew was comfortable with continuing with this aircraft until the source of the fire was known. Maintenance claimed it was food behind the blower panel; so I asked them to remove the panel and confirm the source. Reluctantly they did; however they found no food. Instead they found a designating burner coil as the cause and source of the fire. After an inspection of the area and no further damage found; I accepted a placarded inoperative oven.


Synopsis: When a galley oven started to smoke and caught fire on taxi out the Flight Attendant alerted the flight crew and shut off the oven. The fire and smoke dissipated but they returned to the blocks with a CFR escort where; after persuasion; Maintenance removed and replaced/repaired the oven after discovering an electrical heater coil which had burned.
Date: 201808
Local time of day: 0601-1200
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Carrier
Flight plan: IFR
Flight phase: Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Communication Breakdown; Fatigue
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: The Captain was pilot flying; I was pilot monitoring. The Captain began his initial climb out normally but within thirty seconds he attempted to gain more airspeed on climb most likely to achieve a shorter en route time. His airspeed was about ~140 KTS; [which is] much too far above the Caravan's recommended climb speed; which slowed the vertical speed down to only about ~200-300 feet per minute. I let him know that his climb rate was too slow but he assured me that it would be OK. He attempted to correct this with a slightly higher pitch attitude; however; it wasn't a large enough correction to fix the problem and it wasn't applied quickly enough. Within a few minutes after takeoff; approach advised us that we were below the minimum safe altitude for the sector and that we were getting far too close to a tall obstacle. I called on the radio that we were going to expedite the climb. We ended up avoiding the obstacle with enough safe altitude separation. I believe my Captain was tired or fatigued; as our shift began early in the morning and he seemed to act more lethargic than normal. I don't remember the specifics of the altitudes and exact location. To note; I had written the local time of the incident down; however; that may only be accurate to plus or minus one hour.




Synopsis: C208 First Officer reported a fatigued Captain's failure to maintain proper climb profile to reach safe altitude.
Date: 201505
Local time of day: 0601-1200
Location: RPHI.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center RPHI
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Other / Unknown
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Assigned FL370; northbound on Airway A590 about 180 NM south of GURAG Intersection. The Captain was pilot flying. We received a TCAS warning; 'TRAFFIC; TRAFFIC; DESCEND; DESCEND.' The traffic on TCAS was at our 0900 [o'clock] position (aircraft left) about 20 miles; at same altitude. I visually confirmed conflicting traffic in sight (Captain did not see traffic). Captain did TCAS resolution maneuver; and descended. I monitored the descent on TCAS; and observed the conflicting traffic climbing; both on TCAS; and visually. We cleared traffic by 2;200 feet (per TCAS). We climbed back up to FL370; and when level; observed that conflicting traffic (now behind; and to our right) had also returned to FL370.We established contact with conflicting traffic on frequency 123.45. It was a KC135 tanker and he advised his cleared altitude was also FL370. Contacted Manila Radio on HF 8903 to pass along to Manila Control of our resolution advisory maneuver; and to also confirm our cleared altitude. Manila Radio replied our confirmed altitude was FL370.




Synopsis: B747 First Officer experiences a TCAS RA at FL370 on A590 north bound with a KC135 converging from the west at the same altitude. Evasive action is taken by both aircraft. Both aircraft were apparently at their correct altitude as assigned by Manila Control.
Date: 201504
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Communication Breakdown; Training / Qualification; Workload
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; General Release Refused / Aircraft Not Accepted
Contributing factors: Chart Or Publication; Company Policy; Procedure; Staffing
Primary problem: Procedure

Narrative: I received a preliminary dangerous goods message stating we had caustic liquids onboard. Since I was expecting moderate turbulence over the [ocean]; I went out to inspect the [Dangerous Goods] that was in the bulk cargo hold.  It was not secured or tied down. I asked the ramp people to secure it. I have been fighting this fight four years and with the rapid turnover in ramp personnel many still do not know it has to be secured. The ramp leadership seems to be keeping a blind eye to maintaining the training in a continually changing environment. When I ask around the system; I still get the same answers: 'I didn't know it had to be secured; or I don't know how nor do I have the means (cargo net) to secure it'. Even some of the ramp supervisors I've queried didn't know [Dangerous Goods] had to be secured.




Synopsis: A B767 Captain reported dangerous goods loaded in the bulk cargo hold which was not tied down as per company procedures. This issue is on going for his international flights.
Date: 201207
Location: MTPP.Airport, FO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower MTPP
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Captured the glide slope from above in visual conditions. Had higher than normal sink rate and touchdown point appeared to be in the water about 1.5 miles out from runway. Left engaged to see what would happen; and took over manually at 800 FT. Would have made a big splash. Duplicated this again on same flight on the several days later.




Synopsis: The MTPP Runway 10 ILS glide slope directed an aircraft to land short of the runway in the bay.
Date: 201207
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Data Processing
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Troubleshooting; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Whilst in Cruise flight; 10 minutes prior to top of descent we observed short duration outages/failures of all PFD; ND and Engine Instrument Displays. (Video Available) First screen to fail was Captain's PFD which would blink for 1-2 seconds or so; within a short time this was observed on all EFIS screens. This situation continued throughout the remainder of the flight. All other systems remained normal and there were no failure warnings or cautions or comparators (such as CDS Fault or Display Source). All Electrical outputs were checked and found to be normal. Standby Instruments functioned throughout. QRH has limited guidance in this situation. Flight conditions permitted Day VMC approach to a familiar destination so opted to continue with Captain as handling pilot unless the situation deteriorated when pilot with most complete set of instruments would become pilot flying. Blinking screens continued throughout the flight and on the ground regardless of power supplied by Engines; APU or batteries. Following Engineering diagnostics it was found that the Number 1 Display Unit (Captain PFD) has an internal fault with causes the blinking via the Optical interconnections. As a pilot I was unaware that a failure within a screen could interfere with other discreet display units.




Synopsis: A B737-700's Number 1 Display Unit Computer failed in flight which caused one to two second blinking of all EFIS screens.
Date: 201409
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
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
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passing approx 5000 [feet] we broke out of the clouds.  I turned off the Eng Anti-ice.  About 1000 feet later we felt the aircraft yaw and got an ECAM for Eng Stall.  It cleared itself and then happened again about 10 seconds later.  We performed the checklist; declared an emergency; spoke to Dispatch and [maintenance] and the flight attendants.  Diverted back to [departure airport] uneventfully.


Second narrative: [Report narrative contained no additional information]


Synopsis: A320 flight crew reported they encountered an engine stall and returned to departure airport.