elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The flight was originally scheduled to arrive to ORD on the WATSN 2 RNAV arrival. The descent; expected approach to Rwy 27R and taxi plan were thoroughly briefed prior to Top of Descent. Shortly after the DAIFE intersection on the arrival; we were told to expect to hold due to runway changes in progress at O'Hare. We were initially given a 360 degree right hand turn just prior to the WATSN intersection; and after completing the turn were told to expect the ESSPO 1 RNAV Arrival to Rwy 28C. The ATC controller gave us clearance direct ESSPO. As we were less than 30 miles from the intersection; FMC changes were made in a rapid fashion. Shortly after making the changes and attempting to brief as much as possible prior to descent; the ATC controller cleared the flight 'via the ESSPO 1 RNAV arrival'. The crew misinterpreted the clearance as 'descend via the ESSPO 1 RNAV arrival;' and the pilot flying consulted with the Monitoring Pilot to confirm the descent to cross ESSPO at 12;000 FT. The error by the crew was that the 12;000 FT altitude was only an 'expect' clearance and ATC had not cleared the flight to that altitude. The crew initiated a shallow descent to 12;000 FT and almost immediately noticed converging traffic from the west. The pilot flying pointed out the traffic to the monitoring pilot as a potential threat. The crew picked up the traffic visually as well and attempted to query ATC about it; but was unable to due to radio congestion. Shortly thereafter; ATC instructed the flight to level off at 16;000 ft. The crew received a momentary TCAS RA during level off at 16;000 ft; and remained approximately 1000 ft. altitude above the converging traffic. The remainder of the arrival and landing was uneventful.


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


Synopsis: B737 flight crew reported an excursion from their cleared altitude when they misinterpreted a clearance to 'proceed via' the arrival as a clearance to 'descend via' the arrival.
Date: 201212
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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 Landed As Precaution; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At top of descent; we noted engine vibrations followed by ENG1 Comp Vane and then ENG Fail ECAMs. Accomplished ECAM actions; notified ATC; conducted appropriate QRH follow ups; briefed the flight attendants and Dispatch; and notified the passengers via PA. Landed at SFO with one engine inoperative.




Synopsis: An A321 flight crew shut down the left engine due to vibration and an ENG1 Comp Vane ECAM warning.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cabin altitude about 10;500 ft. Warning horn and light. Donned oxygen masks and gained communication. Initiated emergency descent and [advised ATC]. Cleared to 10;000 ft. Accomplished Cabin Altitude Warning Checklist. Informed Flight Attendants and Passengers. Accomplished Emergency Descent Checklist. Contacted Dispatch and Duty Control for diversion and overweight landing. Debriefed First Officer and Flight Attendants after normal landing.




Synopsis: B737 Captain reported that the cabin altitude exceeded 10;000 feet while in climb at 25;000 feet; so he initiated an immediate descent and diverted to a nearby airport.
Date: 201703
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After arriving in ZZZ and dealing with some taxiing issues; we eventually stopped the aircraft on a taxiway. We were marshaled to a stop in front of a tow tug by a ground crew. I stopped the aircraft and set the parking brake. While sitting there; I made several attempts to contact the tow crew while they were hooking up to the aircraft. Nobody ever got on the headset or tried to give me hand signals to coordinate the tow. After a couple minutes I saw the Marshaller walking away from us. At the same time we felt the aircraft start lurching as the tug started trying to tow us. The driver made 3-4 attempts to start the tow. I tried again to contact them on the interphone while waving the Marshaller back to the plane. Using hand signals; I was finally able to determine they were ready for brake release. I released the parking brake and the tow started. After being towed straight ahead for 15-20 seconds we heard a loud banging noise and the aircraft lurched. I stopped the aircraft and set the parking brake. No one ever made any attempt to communicate with us. After a couple minutes we saw the ground crew walking away from the aircraft. Over the next 20 minutes; I called call Ground control; maintenance; and the chief pilot. I had the FO call out the window to get anyone on the interphone to tell us what was happening. Eventually maintenance arrived and connected the interphone and told me that the tow crew did not connect the steering bypass pin and that after the tow bar broke free from the nose gear; the aircraft rolled over the tow bar. That is the point where I stopped and the nose gear was on top of the tow bar.




Synopsis: B767 Captain reported the towbar broke free and the nose gear rolled over the towbar. The ground crew did not connect the steering bypass pin.
Date: 201602
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
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: I was pilot flying. We were being vectored for an extended final approach. During one of the turns; I noticed that the engine 1 oil temperature was boxed red and was indicating around 130 degrees. I pointed it out to the Captain. The Captain ran the QRH for Engine High Oil Temperature. The first two items in the QRH say to reduce thrust on the affected engine; and to maintain the temp within limits. Thrust was initially pulled back some; but not to idle; and the temp continued to climb. Thrust was then pulled all the way to idle. The temp continued to climb. The QRH then goes on to say that if the limits cannot be maintained; a precautionary engine shutdown should be performed. With the oil temp continuing to climb with idle thrust; we agreed to shut down the engine. I saw the oil temp reach 144 degrees around the time the engine was shut down. The Captain performed the engine failure/precautionary engine shutdown procedure and the one engine inoperative approach and landing procedure. When the approach controller switched us over to tower; the Captain then [advised ATC]. We landed and cleared the runway; where emergency equipment was waiting for us. We then taxied to the gate and notified maintenance.A threat was having to perform multiple QRH procedures in a high workload environment; but due to the vectors and long final; there was adequate time to accomplish the necessary procedures. Another threat was having to perform a single engine landing since it is not something that occurs often.


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


Synopsis: EMB-145 flight crew reported an inflight shutdown of the left engine when the engine oil overheated during the approach.
Date: 202002
Local time of day: 1801-2400
Location: S46.TRACON, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class E S46
ATC / advisory: TRACON S46
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Aircraft X was on a 240 heading when he reported the airport in sight. I cleared him for the Visual Approach and shipped him to the tower. The 240 heading aimed Aircraft X to about a 4 to 5 mile straight-in final. After shipping the aircraft to tower I noticed Aircraft X make a slight 5 to 10 degree turn away from the airport. Initially I wasn't concerned with the slight turn away from the airport; even though they're not supposed to turn away from the airport. I then noticed that Aircraft X turned to about a 200 heading; at that point I called tower on the shout line to ask what was going on. I asked if the pilot turned on his own or if the tower controller turned them out. The tower controller said he turned Aircraft X out for VFR traffic in their pattern. They turned out an IFR aircraft on a Visual Approach OUTSIDE of their airspace without as much as a heads up to us. The landing configuration put Aircraft X that they turned south into direct conflict of where south landing aircraft to an adjacent airport are normally at. The supervisor was informed and I asked them to call tower about this. They didn't call them nor did I see them make a report about it.Tower needs to accomplish the appropriate coordination before turning an IFR aircraft on a Visual Approach away from the airport especially when its in another controllers airspace. Nothing will happen to help here because from what I saw the supervisor didn't even call Tower nor did they make a report on the situation.




Synopsis: TRACON Controller reported the Tower Controller turned an aircraft that was still in the TRACON airspace without coordination.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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 - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On descent we had initially briefed and set up for an approach like we seem to do 99% of the time we land in ZZZ. Unfortunately we were cleared for and read back ILS RWY XX; and neither of us caught our error. The cockpit was busy at the time and we were in the process of trying to slow the aircraft per ATC instruction to 180 kts from 250; while staying on the vertical path (also an all-too-common occurrence in ZZZ). We were switched to a new frequency and continued for runway XY when the controller told us we had lined up on the wrong runway while we were near ZZZZZ intersection and to stop our descent at 7;000 ft and asked if we had runway XX in sight. We did and were subsequently cleared for a visual approach to XX.




Synopsis: B757 First Officer reported lining up for the wrong runway on final approach.
Date: 201309
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737-300
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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Company Policy; Aircraft
Primary problem: Aircraft

Narrative: While at cruising altitude; we began a rapid descent from 35;000 feet to 10;000 feet due to pressurization problems. All 3 flight attendants had been seated in our jumpseats due to earlier communication with our Captain who was concerned with bad weather. We were told to lock up our galleys and remain seated while we diverted. Once our galleys were quickly secured we sat in our jumpseats. We had a rush of cold air in the cabin followed by thick fog. All 3 flight attendants suffered ear pain; sinus pain; dizziness; light headedness; and stress. Passengers were screaming with ear pain; and many call buttons were pushed. We didn't prepare the cabin for an emergency landing; but remained seated as instructed by our Captain. After all passengers deplaned; the 'A' Flight Attendant called Scheduling for our crew to be replaced. After a very helpful Crew Scheduler put us on hold; and he brought a (base) Inflight Supervisor into the phone call. The Supervisor wanted to know if any of us would like medical help. We all said no because we believed our symptoms were due to our decompression and the hypoxia that we suffered and nothing more severe that would require medical assistance. We were asked if we had prepared for an emergency landing. We hadn't prepared due to our Captain wanting us to remain seated. The Supervisor then told us that we had 2 choices: call out sick on line or take leave with no pay. The 'A' Flight Attendant opted to call out sick on line as she felt she was unable to continue on the pairing. The 'B' and 'C' flight attendants opted to remain unsafely on the pairing to avoid being penalized by the company. A third option! If you experience a decompression and a diversion; it is unsafe to continue with your flight attendant duties. A Flight Attendant should be given an option to be pulled with pay and with no penalty.




Synopsis: A B737 had a rapid depressurization at FL350 which caused ear; sinus pain; and hypoxia to the flight attendants while the aircraft descended rapidly and diverted to an enroute airport.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower 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)
Human factors: Time Pressure; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During taxi; ATC cleared us to taxi to Runway 31 for an intersection departure; it was noted that max thrust was necessary because of a small tailwind. During the application of takeoff thrust all engine parameters appeared normal at about 100 KTS. Left engine N1 decayed to approximately 94% plus or minus 1% with fluctuations; with 'command arc' displayed to the Thrust Rating Computer limit of approximately 102% N1; no adverse yaw noted. Takeoff was then aborted at approximately 120 KTS. Inspection of main landing gear was then conducted by Airfield Rescue and Fire Fighter crew. Aircraft was then taxied to gate without further incident. Gross weight at takeoff 295;000 [LBS] O.A.T. 12c.




Synopsis: At about 120 KTS on the takeoff roll; a B767-200 left engine N1 decayed to approximately 94% so the Captain rejected the takeoff and had the main gear inspected prior to proceeding to the gate.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness; Training / Qualification
Second reporter function: Trainee; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My student on his second solo landed and veered off the runway about 5 feet during the attempt to do a touch and go. His approach was stable and landing was on centerline. There are a couple factors that I believe led to this runway excursion. First; I believe he rushed into taking off after landing; without taking the time to ensure the flaps were up and that the aircraft was still under control. Second; I believe he accidentally applied more left rudder than he had intended causing him to veer off to the left of the runway. After applying full power he began to veer to the left of the runway. He corrected for this by pulling back power and applying right rudder; but not fast enough to prevent momentarily veering off the runway.


Second narrative: Too much rudder control causing veer off the left of the runway. No damage or injuries.


Synopsis: C172 Student Pilot reported veering off runway during touch and go landing.
Date: 202010
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: COVID safety guidelines still in place limiting crew rest facility to one FA per break. This is not safe; regardless of pandemic.1) Safety guidelines state that when fighting fires; there must be a minimum of X FAs present to fight the fire; gather needed equipment and communicate with the Flight Deck. This cannot be accomplished with only 1 FA allowed in crew rest facility per break period. If a fire were to break out; this could affect the safety of the flight itself. If the lone FA allowed to break in the crew rest facility were to have a sudden health issue; it would also be dangerous as he/she might not be able to alert the rest of the crew in time.2)  Since being forced to take scheduled breaks in the cabin as a temporary change due to the pandemic myself and other FAs have suffered fatigue due to adverse conditions.  In the cabin; we are subject to PA announcements; noise from passengers; foot traffic; and light coming into the cabin from open window shades.This flight had two families with infants and a toddler seated in the X zone; where our current alternative break seats are located. One family seated at row X and Y had technical issues with their video system and moved seats back and forth multiple times then back to original seats-creating noise and disturbance. Toddler constantly talked very loudly (as toddlers do) to her mother; grandmother and television shows throughout the flight.For these reasons; I myself took my scheduled contractual break in the crew rest facility (although I was not the most senior) and also allowed some FAs above the 1 currently allowed if others did not object. However; the FAs entered the crew rest facility one at a time and closed curtains immediately after themselves; kept masks on during their breaks and used alcohol or bleach wipes on areas they touched.




Synopsis: Air carrier Flight Attendant reported concerns with crew rest facility restrictions during the COVID-19 pandemic.