elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 1801-2400
Location: LGA.Tower, NY
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Weather
Primary problem: Weather

Narrative: Brief approach and arrival to ILS 4 in LGA with light rain. Stall Protection Ice was active and used appropriate additives and consulted landing performance. Less than 6000 feet was required with then current conditions. Earlier on last departure from LGA we heard aircraft report medium braking action. As a contingency we reviewed the LGA [airport] page if Medium braking action became a factor. Our landing performance assessment indicated we would require 7360 ft with 7000 ft available if conditions changed to medium braking. On final the aircraft in front of us reported 'Medium' braking action. We executed a go around IAW (In accordance with) procedures and our contingency plan. While being vectored; we sought updated runway braking reports. ATC responded that the subsequent two aircraft reported braking action 'Good'. We executed a second approach and landed uneventfully with ourselves experience good braking action.


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


Synopsis: ERJ-190 Crew reported a go around at LGA due to a report of medium braking action which equated to insufficient runway length. Braking action reports subsequently upgraded to good; and crew reported an uneventful landing.
Date: 201509
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Enroute got ECAM 'Hi oil temperature engine 1' [so we] shut down [#1 engine]. Followed all SOP's and landed at [divert airport]. Maintenance drained oil out of over serviced engine. Continued on to [destination].Engine oil was over serviced.




Synopsis: A319 Captain reported diverting to a nearby airport after shutting down #1 engine because of high oil temperature reportedly due to oil over-service.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: My position was Flight Attendant (FA) B and my jumpseat was in the aft of the aircraft.  [While] performing safety demonstration; [there were] passengers in [seats] XX1 and XX2 party of 2 traveling together male and a female.  The male passenger was talking on his phone; wearing his mask around his neck; when asked to put his mask he replied he was claustrophobic and could not wear his mask.  I informed him it was mandatory to wear the mask and if he was not able to comply with safety instructions that it would be addressed at that time not during the flight.  He cursed at me; at that time his female traveling companion told him to stop and to listen.  She said he would comply with crew member instructions.  I had to stop twice during the safety demonstration to tell him to put on mask and stop using his cell phone; he was [on] a phone call.FA D's jumpseat was directly in front of row YY and XX exit row. Upon FA taking his jumpseat for takeoff the passenger in seat XX1 was not wearing his mask; took off his shoes and had his duffle bag right at his feet.  FA D came to back to tell me what he was doing and that FA D was afraid to say anything to this passenger because he felt threatened by him and feared that this passenger would become violent with him.  At that point FA D called the Captain and told him everything that happen since this passenger came on board the flight.  FA D requested the Captain to remove this passenger from the fight.  However; the Captain came on the PA made an announcement to all the passengers that there was a passenger on board that was not complying with crew instructions and for the passenger to comply with airline instructions right away [or] that he would be going back to the gate.  Apparently the passenger immediately put his shoes and mask back on.  FA came back to this passenger and his duffle bag was placed in overhead compartment.  During takeoff he and his traveling companion pulled down their mask; this happened repeatedly throughout the flight.




Synopsis: Flight Attendant reported a passenger did not comply with the face mask policy; nor cell phone regulations.
Date: 201603
Local time of day: 1201-1800
Location: TME.Airport, TX
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 5
Light: Daylight
Aircraft: Beechcraft Twin Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
ATC / advisory: Tower TME
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Coming in for landing at TME talking with Tower we self reported position and was told to enter a straight in for Runway 18. We adjusted course to set up for a straight in Runway 18. We heard a pilot self report position as 7 NM to the north when we were 4 NM to the north.As we got closer TCAS reported the other aircraft as descending fast for our position. We had the other aircraft on TCAS when the Tower inquired about the position of both aircraft. We continued to report position and altitude and kept a lookout for the other aircraft. We started evasive action once we realized that the other aircraft was descending for our altitude and was on a collision course. When we spotted the aircraft it was very close. The Tower spotted us (visually) and cleared us for landing #1. The other aircraft was told to enter a 3 NM right base and was told they were #2 behind us. Both aircraft landed safely.




Synopsis: The pilot of a twin engine Beechcraft on approach to Houston Executive Airport reported a near-mid-air-collision with another aircraft that was also on the Tower frequency.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fire/Overheat Warning
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: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise at FL380 and got a L ENG OVHT EICAS indication; Master Caution lights and the associated L ENG OVHT discrete light on the center pedestal. QRH procedures were followed for the L ENG OVHT; which then led us to the Engine Shutdown checklist since the overheat indication didn't go out. This had been a previous write-up; but had been signed off and all the indications were that it was an actual malfunction. I was pilot flying and the First Officer worked QRH procedures.We declared an emergency; descended using driftdown procedures to FL280 and contacted Center for the nearest suitable diversion airport. The First Officer then contacted dispatch to ask where they wanted the aircraft. Operations suggested an airport that was an extra 120 NM behind us; so we nixed that idea. Their next choice was suitable; so that's where we told Center we would like to go. Given our position and the prevailing winds I asked Center to coordinate an ILS 33R with Approach Control; which they did. ATC did an excellent job coordinating our arrival and accommodating all of our requests. The hand off to Approach; Tower and our subsequent landing were all uneventful. The first officer did a great job with all procedures and was an excellent back-up during the entire event. Post flight inspection by maintenance revealed a faulty computer controller on the detection system that caused an erroneous overheat indication.




Synopsis: A B757-200 diverted to a suitable airport after shutting down the left engine due to what turned out to be a false overheat warning.
Date: 201703
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear Door
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Everything from pre-flight; boarding; push back; and taxi was all normal. Take off was normal until the pilot flying rotated the aircraft and called for gear up. With the retraction of the gear we immediately noticed an extremely loud wing noise and a large amount of vibration coming through the rudder pedals. After cleaning up the airplane and joining the departure the noise and vibration continued and got worse with acceleration. We received no warning from the aircraft at all to tell us the condition of the aircraft and the gear showed 3 up and locked. ATC asked us a number of times to accelerate and we refused since we didn't know the condition of the nose gear and suspected that the nose gear door was either open or partially opened. We contact Maintenance Control and dispatch. Maintenance Control directed us to do the QRH procedure; but there is no QRH procedure for loud noise and vibration. We coordinated with ATC and dispatch and returned to the departure airport. The arrival and landing were uneventful and the noise actually went away with the extension of the gear. Once we made it into the gate; we found out that the follow up door had separated from the aircraft.




Synopsis: Air Carrier First Officer reported losing a portion of a nose gear door just after takeoff. Flight returned to the departure airport and landed normally.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Indicating System
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: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft had been down with a mechanical problem. The right engine would not start and Maintenance had isolated the problem to the right IDG. They disconnected the IDG and deferred the right generator. The aircraft was prepared for a reposition flight. Takeoff and climbout was normal until we were about to level at 21;000 feet and observed the left engine oil temperature climb and turn red. The temperature went to as high as 190 C. I called for the QRH and First Office ran the checklist. We could not get the temperature to decrease with flight idle per the QRH and followed the checklist to engine shutdown and single engine procedure. Notified ATC and Dispatch of the shutdown and declaring an emergency. The QRH required landing at nearest suitable plus the fact that the only working generator was the APU we elected to divert to ZZZ which was approximately 50 miles away off the left wing. ATC and Dispatch were notified of the plan to land at ZZZ with Emergency Equipment standing by as a precaution. The descent and landing were accomplished without further problems. The two mechanics traveling with us diagnosed the problem as a faulty oil temperature probe. A new probe was sent and installed. We departed without further problems. The biggest threat and possible source of error was completing all other required tasks in the short time from engine shutdown to landing not related to actually flying the aircraft. The best example is trying to notify Dispatch by ACARS while trying to change navigation; get the ATIS; and the landing data. All of these tasks require the FMS keyboard so you have a built in bottle neck that causes frustration and confusion since most of our aircraft have only one FMS. This is mainly a report about what went right. The detail to training by the company paid off and other than having to slow early so all tasks could be completed around the FMS it was a non event.




Synopsis: CRJ-700 Captain reports being dispatched on a ferry flight with the right IGD deferred. At FL210 the left engine oil temperature is noted to be high and rising. When the oil temperature cannot be reduced the engine is shut down and the flight diverts to the nearest suitable airport. Maintenance determines that the high temperature was caused by a faulty probe.
Date: 201302
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: When the incident began I heard ATC telling a Cessna Citation to level immediately at FL310. We were in level cruise at FL320 and I had no knowledge of the Cessna Citation's position. Right after I heard this transmission; the TCAS issued a TA and then a climb RA. I immediately used the vertical speed to put the aircraft in a climb. The commanded climb was about 1;500 FPM. I looked out the window and saw a straight wing Cessna Citation in front of us below and slightly to the left. I told the FO to advise ATC that we were in a 'TCAS climb.' He did this. AT FL325 the TCAS changed from a commanded climb to 'Monitor vertical speed' and I reduced the VS to 0. Shortly thereafter the TCAS issued a 'Clear of Conflict' and I used the vertical speed to return to our assigned altitude. We advised ATC that we had returned to our previously assigned altitude of FL320. I saw a minimum vertical separation of -800 feet but the FO stated that he saw -500 feet. I'm guessing that we were about 1/2 mile behind the Citation. ATC stated that the Citation was supposed to level at FL300.  We sent messages to dispatch describing the event.




Synopsis: B717 Captain experiences a TCAS RA at FL320 due to a Citation that did not level off at FL300 as assigned. Autopilot vertical speed is used to comply with the RA.
Date: 202108
Local time of day: 1801-2400
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Trailing Edge Flap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Human-Machine Interface; Confusion; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; General Maintenance Action
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: It was brought to my attention on date at XX:49 that on DATE1; I failed to reinstall panels on Aircraft X. On DATE1; I removed panels A; B; and C in preparation for inspector Name inspection of the actuating mechanism on the right wing flap of Aircraft X. upon completion of Name's inspection; I raised the flaps to facilitate the installation of panels D; E; and F. Upon completion of the installation of these panels I thought I return to the flap actuating mechanism panels to reinstalled them; however it is apparent that I failed to accomplish this task; thus failing to follow the job card procedure to reinstall the panels.Airplane was rolling with 10 degree flaps and was experiencing issues. They stop the aircraft to investigate; extended flap to 45 and found the three actuating mechanism panels missing.




Synopsis: Technician reported omitting the re-installation of trailing edge flap access panels during routine maintenance. The aircraft suffered control ability issues on a subsequent flight and the missing panels were reinstalled.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This was a busy weather deviation day in the Gulf of Mexico. Almost all aircraft were deviating in and out of non-radar airspace. During these days; coordination with [Foreign] Center is critical as aircraft frequently deviate off their route crossing the Flight Information Region.There is one controller at [Foreign] Center that consistently increases our controller workload due to his old age and frequency in which he makes mistakes. There was even one instance when we physically called down to [Foreign] Center and requested he be removed from position while we conducted a D-side evaluation.In this case; Aircraft X was a northbound aircraft that was not coordinated as deviating at all from the airway. This aircraft became overdue so we reached out to another pilot who was able to raise them on guard. When we gained communications with Aircraft X the pilot informed us that they were currently 95nm southwest of their route deviating for weather. When asked what deviation clearance was issued to them; the pilot replied 'We were instructed to deviate to the West'. That's it. This aircraft deviated the protected airspace of two parallel airways. Luckily there was no other traffic at FL320 so it did not cause a separation error but this could have been far worse. My recommendation would be for [Foreign] Center to remove [Controller] from working traffic permanently. This is not the first or last time this will happen otherwise.




Synopsis: Center Controller reported problems with a Foreign Center Controller that allowed an aircraft to deviate 95 nm SW of the assigned route without advising the US Center.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise at 9;000 feet. [While] enroute; the number 2 engine oil pressure warning light illuminated. We looked at the gauges and they showed indications within the green arc. We ran the checklist and due to the conflicting information between the warning light and oil pressure gauges; I called Company. I told maintenance the situation and they said this aircraft has a history of a faulty warning light; most people just continue the flight. It has happened twice in the last month. I let Dispatch know we were diverting to [a nearby alternate]. Dispatch was helpful; giving me the weather and letting them know we were coming. We were already direct the airport and within about 5 mins of landing.I decided to keep the #2 engine running because we were within 5 minutes of landing. I didn't want the added risk of shutting down an engine that close to the field. The engine gauges were all indicating normal (green arc). Maintenance said there was a history of a faulty warning light. [First Officer] continued the approach. The warning light remained on. The flight attendant and passengers were briefed for a normal landing. We taxied to the gate.




Synopsis: Dash-8 Captain reported diverting to an alternate after the #2 engine oil pressure light illuminated.