elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
Aircraft component: Fuel Distribution System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had signed off to allow my student to do his local solo flight in our practice areas. He encountered an engine out issue and had to make an emergency engine out landing at our home airport ZZZ. Here are the words from my solo student:Preflight was normal. Fueled tanks to 30 gallons. Aircraft responded nominally during run up; take off; departure. I climbed to 3;000 ft. and started to perform clearing turns then slow flight. During slow flight; the right fuel tank gauge fluctuated rapidly between 0 and 10 while the annunciator said 'Right Fuel Lo'. As a precaution; I changed the fuel selector switch to left tank. I redirected back to ZZZ. During return flight; I noticed that the left fuel indicator was draining quicker than usual but I'm unsure due to being unnerved. During approach to base for runway 19L. The engine started to sound rough and power was slowly dwindling. On final; the aircraft engine ceased operating. I was able to restart the engine and was given a brief moment of power from the engine before it ceased. I performed engine failure procedure during and after landing.' After bringing the aircraft back to the hangar; we check the fuel tanks and there was 18 gals in the left tank and 17 gals in the right tank. We suspect it might be an issue with fuel line. Maintenance will look more into it tomorrow.




Synopsis: Flight Instructor reported his solo pilot student had fuel starvation resulting in engine failure; resulting in a return to the departure airport.
Date: 201603
Local time of day: 0001-0600
Location: RFD.Airport, IL
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 RFD
ATC / advisory: TRACON RFD
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: 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 New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff from Runway 25 with a clearance to turn left direct Bradford (BDF) and climb to 12;000 feet. At 400 feet AGL we selected direct BDF and LNAV. At approximately 3400 feet MSL the Controller queried us about our heading. We informed the Controller we were cleared direct BDF (by this point our heading was approximately 050 degrees (on course direct to BDF). The Controller informed us that our heading should have been approximately 200 degrees (for direct BDF). We were at a loss as to why the FMC was showing us an eventual course of approximately 039 degrees and conveyed our concern to the Controller. The Controller then cleared us direct STL. It was during the execution of direct STL that we noticed the leg distance to BDF was showing greater than 3;000 miles!!! (We had inadvertently selected the wrong BDF when loading the flight plan). We finished executing direct STL and the rest of flight was uneventful. Prior to takeoff; we had received a brief 'insufficient fuel' message. We discussed the possible reasons for the message including winds and accuracy of points loaded in FMC. We checked for any irregularities and still missed the fact that the wrong BDF was loaded.


Second narrative: [After realizing we were off course] I re-entered BDF in the flight plan. Two BDF points came up as they had when I [initially] loaded the flight plan. When I selected the first one a BDF point over 3;100 miles away came up; which it had not done during preflight; which seemed odd. The remainder of the flight was uneventful.


Synopsis: B757-200 flight crew reported ATC alerted them to a track deviation that resulted when they loaded the 'wrong' BDF in the FMC.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Glider; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were cruising at 2;500 feet MSL (approximately 1;500 feet AGL). We heard a loud bang and the engine started running rough. The Number 5 cylinder went cold. I called ZZZ Tower [and advised them of the emergency condition]. Oil started spraying on the windshield and I noticed that the oil pressure was zero. I turned towards the airport but the engine shut down. I opted to land in a corn field gear up. The plane stopped in about 210 feet. Nobody was hurt.




Synopsis: SP20 aircraft pilot reported landing in a field after his engine failed in flight.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Cooler
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During climbout the oil temp on the Left Eng began climbing along with the Left Fuel Temp.  About the time of  level off at FL270; the left OIL TEMP light illuminated at 135 degrees.   At this time the left fuel temp was approximately 88 degrees.   At level off; the left oil temp continued to climb into the 145 degree range.   At this point we elected to return to DFW as we ran QRH procedure in preparation of possible engine shutdown.   When the HIGH OIL TEMP light illuminated; I started the clock to observe the 15 minute limitation.   At the 15 minute mark of oil temp above 135 degrees with the TEMP light illuminated; we shut down the left engine.   Having already declared an Emergency; we were already headed direct ZZZ.   We had already briefed the flight attendants and passengers that we would be returning.  It was a nice easy uneventful descent for a landing.   Note:  This aircraft had the left FUEL TEMP light placaded inop.  Previous write-up was that the left FUEL TEMP had come on in-flight but that all temp indications were normal.   Maintenance had placarded the light as inop and the light was on.  At some point during our climbout; the fuel heat valve opened and caused the oil temp and fuel temps to climb.  Oil temp reached a maximum of 149 degrees; and fuel temp reached 88 degrees.




Synopsis: MD83 Captain experiences high oil temperature and fuel temperature during climbout to FL270. Eventually the oil temperature exceeds limits; the engine is shut down and flight returns to the departure airport. A previous write up for high fuel temperature may not have been correctly address by Maintenance.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Compressor Bleed Valve
Component problem: Malfunctioning; Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
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 Took Evasive Action; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While operating ZZZ to ZZZ1 approximately an hour into the flight we got a master caution for the #2 Bleed System fail we pulled the QRH out and completed all procedures and had to descend to FL310 per the QRH about five minutes later we got another master caution for Bleed 2 over pressure pulled the QRH out and completed that as well both QRH checklists seemed to resolve the issues and approximately 3 minutes later the Bleed 2 over pressure came back and would go out about every 3 seconds so we followed the QRH and requested priority handling descended down to 10;000 ft. and looked for a suitable airport we were in a bit of an airport hole so we decided to divert to ZZZ2 where we landed with no further complications. We requested priority handling and told the Flight Attendant's to prepare the cabin bit I did not use the priority call button nor did I tell them that there was a priority. But I did let them know the nature of the issue we were having and to use caution and time to prepare the cabin.




Synopsis: ERJ-170 flight crew reported a recurring fault and multiple attempts to troubleshoot the issue resulted in a diversion to another airport.
Date: 201709
Local time of day: 1801-2400
Location: SJC.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were descending into SJC; I was PM and the Captain was PF. We were coming from the north and were placed on a southeasterly heading at 5100 ft MSL we were cleared for a visual approach into 30L. The Captain set 2800 ft into the altitude pre-select in preparation for the final approach fix and set the descent mode to FLCH. As we began our descent from 5100 ft I told the Captain 'all we have to worry about is the big hill up ahead'. I did not hear a verbal response from the Captain; but several seconds after I made my statement he started turning to the east towards the airport and lowering terrain. As we descended through 4000 ft my terrain page started to change from green to yellow indications; seconds later we received a terrain caution advisory. I parroted the advisory and said 'terrain'. The Captain continued the turn towards the airport and lowering terrain while attempting to adjust the descent rate. Moments later at around 3800 ft MSL; we received a terrain GPWS advisory message. The Captain disconnected the auto pilot and began a climb and I called out his airspeed. We climbed to an altitude of roughly 4100 ft MSL and the GPWS advisory was canceled. After the advisory was canceled we were on a base leg for the airport and continued in and made an uneventful landing.The Captain selected FLCH for the descent mode and the result was a rate of descent that possibly triggered the GPWS. I should have verified that the Captain was aware of the terrain ahead of us and was accounting for it in his descent planning.




Synopsis: EMB-175 First Officer reported climbing in response to a GPWS terrain warning on a night visual approach to SJC.
Date: 201301
Local time of day: 1801-2400
Location: I90.TRACON, TX
Aircraft: TBM 700/TBM 850
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON I90
Second aircraft: B737-500
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While working North Departure I RADAR identified TBM7 a north bound departure; and issued a turn to a 330 degree heading. I also issued traffic for the turn was a Boeing 737 at one zero thousand descending to six thousand. I observed TBM7 had taken the wrong heading and turned right to a 030 degree heading instead of left. Upon observing this; I reissued the 330 degree heading and told TBM7 to maintain five thousand. I heard the pilot read back the altitude of five thousand; by this point he was tracking just off the right side of the B737 jet. I continued to work traffic then scanned and observed the TBM7 aircraft at five thousand two hundred feet and continuing to climb to five thousand five hundred feet. When I noticed that the TBM7 aircraft had busted altitude the traffic was no factor. I then asked the pilot if he realized he just climbed through his assigned altitude of five thousand and he replied with yes I did blow though my assigned altitude. I then called the arrival sector who was working the Boeing 737 to let them know of the incident. I don't believe that [the] Boeing 737 took a resolution advisory but that's what I was later told. I also informed the supervisor on duty who looked at the replay and said there had been a loss of separation. This process had taken several minutes and I had also informed the pilot of the possible pilot deviation and to contact the Approach Control upon landing. The incident occurred due to the pilots' lack of awareness to his assigned altitude. This happens on a daily basis with general aviation pilots around the country. Even a loss of 100 FT is still a loss; awareness of assigned altitude in a high traffic terminal environment can not be iterated enough. These pilots need to realize that an assigned altitude is just that without these separation minimums flying around the country is going to slow. These general aviation pilots need to realize there not the only aircraft flying.




Synopsis: I90 Controller described a conflict event when an IFR general aviation aircraft climbed above assigned altitude.
Date: 201403
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Maintenance; Person Ground Personnel; Person Flight Crew; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We boarded the airplane upon its arrival. Immediately upon boarding the aircraft we were overcome by the smell of ammonia/something toxic. We immediately called for assistance. There were 5 mechanics present (3 working on the APU; 2 working on Door 1L interphone PA) and ALL commented on the smell. The cleaners who were still present also had their faces covered while cleaning due to the overwhelming fumes. After a series of telephone calls [from] various in-flight supervisors; customer service supervisors; mechanics all of who could also smell the smell which was overwhelming came and experienced the smell themselves. The Captain refused to fly the airplane. The First Officer had already been advocating and communicating for a new airplane. Meanwhile the mechanics were still working on the original PA and APU issue (until XA:13 to be exact which would have had us have a delayed boarding anyway possible late departure for mechanical reasons). After much advocating and attempting to use our best CRM skills with the Company the aircraft was taken out of service. We were concerned that aircraft and air quality were toxic-possibly a chemical spill during maintenance on the APU or even unsafe chemicals used during the renovation of the airplane (carpets; seats; etc.). The environment [was] unsafe for flight-especially pressurized at altitude with no outside air and would have led to much bigger problems such as crew members becoming so ill they couldn't fly and medical necessity would force a diversion or emergency landing. Passengers would become ill (including the 21 children and lap infants on board) or heaven forbid death caused by the toxic chemicals. We all felt our eyes burning. My nose wouldn't stop running and my throat was burning. Other members of the crew suffered headaches and even a nosebleed. I am feeling much better after getting away from the toxic area of fumes and airplane however if I need to I will follow up with a physician/medical treatment.




Synopsis: A Flight Attendant reported that upon boarding an A320 in preparation for a revenue flight she was struck by noxious fumes that had also been noted by the flight crew and maintenance workers already on board. The aircraft was unanimously determined to be unfit for service.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
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: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Company Policy; Weather; Human Factors
Primary problem: Human Factors

Narrative: The Captain and I realized our planned route was going to take us directly into a long front of thunderstorms. We called Dispatch to change the flight plan to circumvent the storm. Dispatch seemed lazy and uninterested in our request. The Captain was able to convince Dispatch to file an alternate route and asked Dispatch if they needed to call ATC to coordinate. Apparently; they did not.It was night; with decreased flying from COVID-19. There's no congestion that would have prevented Company Dispatch and Clearance Delivery to plan us a safe route. We received a second Release with a revised flight plan. I called Clearance. Clearance said I had two flight plans filed and read back the route of the original Release. I told him that was the wrong one and Clearance Delivery replied with; 'Read back correct.' He didn't listen or care. I called again and asked for my new routing. Before I could finish speaking; clearance began talking; so I didn't hear the first part of what he said. It was basically; we can't do it.My Captain called clearance and asked again. Clearance said we could contact our Dispatch to refile. Clearance Delivery was being extremely unhelpful; unprofessional; and began introducing confusion into our flight planning. We had to call again to confirm our legal routing (the one that takes us into the thunderstorm). Not long after we took off; ATC cleared us around the storm; basically along the path we had requested. As we flew; we could see our planned route would have taken us right into the storm. Company Dispatch needs to file flight plans that do not needlessly take us into thunderstorms. We need to have a Release that plans for what we're going to fly. We need to begin on the right flight plan and not have to request and hope we'll get a safe routing later. Clearance Delivery needs to communicate with pilots.




Synopsis: Air carrier Captain reported the difficulties experienced with Dispatch and Clearance Delivery as they requested an alternate route to avoid thunderstorms.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying from ZZZ to ZZZ1. No service due to turbulence. The forward lav was locked so the A and D [flight attendants] came to back to use the lav towards the end of flight. They noticed strange smell in the aft right lav. We all put our heads in to smell it and try to determine the cause. As we were deplaning we told Captain and he called Supervisor down and advised us to follow procedure for air quality. We all experienced different symptoms. I felt light headed; headache; and confusion. We went to Supervisor's office and called Global Health. We then went to the emergency room and had blood drawn; vitals taken; and put on oxygen for long time. My blood work came back at level 3 for carbon monoxide; which is high. We then were cleared from the emergency room and went to hotel for the night. No more information.


Second narrative: During descent at 18;000 ft. the A Flight Attendant and the D Flight Attendant went to the back to use the lav because the front lav is inop. Immediately after entering the aft galley area we smelled a strange odor. Both the A and D used a lav and came out separately complaining of a strong; strange and unusual smell inside the aft left and aft right lav. It smelled electrical/ chemical and like something could have been melting / burning. It was an acrid smell. It was very strong and left the A with a headache and upset stomach; and confusion just from using the lav and breathing it for a few minutes. We inspected all 3 lavs for a source of the smell and didn't find anything unusual. Told the pilots when we blocked in.Put on oxygen immediately if I ever have a similar event. Go to the hospital right away not hours later.


Synopsis: B737-700 flight attendants reported a fumes event during deplaning resulting in health issues.