elihoole/asrs-aviation-reports huggingface dataset:
Date: 201705
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A319
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: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise (FL350) we got an ECAM on some NAV anomaly; immediately followed by a FADEC engine 1 fault and then FADEC engine 2 fault ECAM with a list of items; shortly after we got a DUAL ENG FAIL ECAM. However; engine indications were normal. This continued for 1-2 minutes then stop; then after a short while; maybe 5-8 minutes; the same scenario would repeat itself. We then contacted Dispatch and Maintenance to formulate a plan of action if needed; and started the APU. We agreed that if it occurred again we would deviate. We continued with a normal flight until starting our descent; at which time the above scenario repeated itself almost continuously; with short stop intervals! Emergency cancel button was ineffective. We continued with uneventful approach and landing; all flight controls; avionics and engine instruments were normal.




Synopsis: A319 Captain reported several ECAM messages that would clear after 1 or 2 minutes then repeat 5 to 8 minutes later. Flight continued to destination.
Date: 201412
Local time of day: 1201-1800
Location: MSY.Airport, LA
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B MSY
ATC / advisory: TRACON MSY
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Aircraft

Narrative: During localizer capture and tracking the Captain and First Officer CDI needles fluctuated from 1/3 to one full dot on the CDI. Aircraft heading shifts went up to 20 degrees left and right of the inbound course. This was all done while the FMA showed TRK; TRK. Both localizer ID had been verified. A go-around was done due to the instability of the localizer indication resulting in large aircraft heading changes on the final approach course. An RNAV GPS to Runway 10 was accomplished and a logbook entry made at the gate.




Synopsis: MD83 Captain experiences localizer oscillations during an ILS approach to Runway 10 at MSY; resulting in as go-around. An RNAV approach is then accomplished successfully.
Date: 201501
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I checked in with [NCT] departure out of 800 (I think) for 3000. Since we had discussed climbing to FL190 AFTER TRUKN as per the TRUKN1 and crossing TYDYE at or above 3000 we only set 3000 feet in altitude since we did not think we were cleared to FL190 UNTIL TRUKN. However ATC asked us 'were you cleared to 3000 on departure?' Since we had thought on ground the clearance was to FL190 AFTER TRUKN I said 'yes.' Then confusion set in as we wondered why ATC asked us the question. Upon further review of SID there seems to be ambiguity on WHEN to continue climb to FL190. Again we thought it was AFTER TRUKN.


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


Synopsis: B767 flight crew experiences confusion flying the TRUKN1 RNAV from SFO; believing they should level at 3000 feet until TRUKN then climb to FL190. NCT questions their actions.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
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: 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 Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff we experienced what we initially thought was an engine failure but really ended up being a compressor stall. The #1 engine stalled multiple times and also over temp. We [advised Tower] and return for landing. The aircraft was overweight so we computed the required landing distance and made a soft landing. Emergency equipment followed us to the gate. Dispatch was notified and logbook entries were accomplished.[Cause was] compressor stall of the #1 engine followed by an over temp.




Synopsis: A320 Captain reported returning to departure airport after #1 engine compressor stalled and then over temped.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: Before the event occurred; there was a VFR aircraft; Aircraft X; inbound to ZZZ from the north that no one had communication with.  I took a point out on the aircraft and the AR2 Controller agreed to work it into ZZZ when/if communications were reestablished.  Aircraft Y was inbound from the south and was cleared for the visual approach to Runway XXL.  DR3 sector called for a release off of ZZZ1; I told them to hold.  Communication was finally established with Aircraft X.  Flight data was closed so I asked the Supervisor for a strip on the departure.  Aircraft Z was now inbound over the top of ZZZ southbound descending to 6;000 FT.  I again asked for the Supervisor to get the departure strip for me; as he hadn't after my first request.  He was busy assisting the Controller next to me that had the previously NORDO aircraft.  I descended Aircraft Z to 5;000 FT and put him on a downwind.  The downwind turn put Aircraft Z on a converging course; co-altitude with Aircraft Y.  As soon as I realized the conflict I told Aircraft Z 'turn right heading 180; expedite.'  I then went to Aircraft Y and told him 'turn right heading 360.'  Neither aircraft took the turns given.  Aircraft Z turned somewhat; maybe 20 degrees; then called me again asking what heading.  Aircraft Y continued on his present heading.  Separation was lost. Less time would have been focused elsewhere if flight data had been open.  It took a lot of focus off of the scope having to ask twice for a strip that I should have already had in front of me.  Also I think I need to focus a little closer when an unusual occurrence is near.




Synopsis: Approach Controller reported a loss of separation between two arrivals; citing distraction caused by a flight data issue and a NORDO aircraft in the area.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Push-back
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: As we were pushing back from the gate in ZZZ; the flight attendants informed me there was a passenger vomiting uncontrollably in the lavatory.  The flight attendants also informed me that another passenger witnessed the presumably ill passenger 'throwing up in a trash can outside the airport in front of the airline drop off area approximately one hour before the flight.'  We made the decision to call Ops and return to the gate.  When we got back to the gate the paramedics were standing by to meet the passenger.  The Station Manager came into the cockpit and said; 'Medical' says she is fine and wants to get her back on the airplane.'  Given the current environment that we are living in with COVID; we didn't feel that was the right thing to do so we left her at the gate. I told the Station Manager if she felt better in an hour and a half she could take the next flight. The flight attendants and passengers were grateful we didn't allow a sick passenger on the airplane.




Synopsis: Air Carrier Captain reported returning to the gate to remove an ill passenger from the flight.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We noticed a discrepancy in the uploaded ZFW (Zero Fuel Weight). There was a 2200 lb difference from the final weights. After a conversation with dispatch and load plan it was determined that the ZFW on the final weight sheet was correct and even though the load planner was entering the correct ZFW to be sent to the aircraft; the number that appeared was the original flight plan ZFW which was incorrect. We manually entered the correct ZFW and it was accepted by the FMS but we did not understand why the FMS would not upload the correct ZFW sent by the load planner several times. Perhaps another coding issue for Saber.




Synopsis: B737 Captain reported the FMS would not upload the correct Zero Fuel Weight. It had to be entered manually.
Date: 201812
Location: ZZZ.ARTCC, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Within about a minute of leveling at FL390; we noticed a smell. About 30 seconds after that; the Captain said he had smoke. I looked over and a lot of smoke was coming out of his PFD top left corner. We went on oxygen and established communication. I grabbed the QRH and ran 8.10. The smoke stopped about the time we got the utility busses off. We [advised ATC] and turned around for ZZZ. His PFD continued to do strange stuff so the Captain decided to pull the CB. After that; the smell started to dissipate and get better. We switched to me being Pilot Flying and landed without any further issues.




Synopsis: B767-300 First Officer reported smoke in the cockpit emanating from Captain's PFD. Flight crew ran the emergency checklist; advised ATC; and returned to departure airport.
Date: 201507
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: VMC
Weather elements / visibility: 25
Light: Daylight
Aircraft: Falcon 50
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZNY
ATC / advisory: TRACON PCT
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
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 flying the HYPER5 arrival landing at IAD.  Potomac instructed us to descend via the HYPER5 before arriving at MULRR.  The pilot flying had his FMS loaded for runway 1R; my FMS was loaded for 1C.  However; the pilot flying had not loaded the segment of the HYPER5 after MULRR properly in his FMS.  After crossing MULRR intersection; the pilot flying continued on his present heading without making the appropriate turn towards SIGBE intersection and descending via the RNAV arrival.  I noticed the problem and asked the pilot flying to start a turn while I corrected his FMS.  Too late!  Potomac noticed our deviation and began issuing headings and altitudes.We fly to IAD often but not using the HYPER5 arrival. The pilot flying did not digest the entire arrival and I missed the wrong sequence of navigation fixes on his FMS. We were very busy in the cockpit and lacked attention to detail. In the future we will take a larger view of the procedures earlier in the flight.




Synopsis: Falcon 50 First Officer reports a track deviation while flying the HYPER5 Arrival into IAD. The flying Captain's FMS was not properly programed to make the turn at MULRR to SIGBE resulting in vectors from PCT.
Date: 201812
Local time of day: 1201-1800
Location: SEE.Airport, CA
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Mission: Training
Flight phase: Parked
ATC / advisory: Ground SEE
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Procedure; Human Factors; Airport
Primary problem: Procedure

Narrative: Cleared runway 27R at SEE on taxiway B. Large helicopter was hovering 100' north of taxiway C; and 100' west of the fuel pit (our destination).I informed ground control that I could not proceed while the helicopter was airborne. After some discussion; [Controller] said ok.  The helicopter landed after maybe two minutes; and we proceeded. When we arrived at the fuel pump and shut down; the helicopter again lifted off and began a hover maneuver; resulting in a disconcerting amount of rocking and rolling in [our aircraft].I informed ground that we were in a precarious position; and [Controller] said the helicopter was in a non-movement area; not subject to any control.This sort of thing happens less frequently now; and at my home airport most helicopters coordinate with the tower before liftoff. But it is still dangerous for very small fixed wing aircraft. A liftoff at a tower controlled airport is; after all; a flight in class Delta airspace.The real solution here is to make it a requirement that all aircraft aloft in class D airspace be in two way radio contact with the controlling ATC facility. We could clarify 14 CFR section 91.125(d) and 91.129(i) so it applies to helicopters? If it already applies to helicopters; we could include it in recurrent training for controllers and helicopter pilots.




Synopsis: Light sport aircraft pilot reported concern that uncoordinated helicopter traffic could affect light weight aircraft operations.
Date: 201907
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Other at gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During boarding a CSR came down and informed me a passenger who was in a wheelchair was very agitated in the gate area. The agent explained the situation as: There was an availability issue with personnel to push the wheelchair passengers down the jetway. The agents were handling it the best they could; but there were delays. The passenger became argumentative and began filming the agents and refused to stop filming when asked. Also; the passenger stated she was going to film the whole flight. The agents asked her to stop filming and she refused and each time the agents tried to engage with her she was argumentative and non-compliant.I asked the agent if she needed a GSC (Ground Security Coordinator) and she said one was already on the way. I instructed the agent that if the passenger was already being non-compliant in the boarding area not to board her until the GSC arrived and had conferred with me. The GSC arrived and stated they were not going to board the passenger. At this point; I called the FODM; per FOM guidance. The FODM put me on hold and came back and stated that the GSC had made the call not to board. We departed.




Synopsis: 757 Captain reported a passenger was not boarded due to misconduct prior to passenger boarding.
Date: 201409
Location: ZZZ.Airport, US
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Confusion; Troubleshooting; Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors; Chart Or Publication
Primary problem: Procedure

Narrative: My First Officer and I accepted a plane that had been used by Maintenance earlier that day to perform the first flight of the day run up. We did not realize it at the time but Maintenance had left the Dump Valve ON from their run up. As it is not part of the run up SOP to leave the Dump Valve ON; we were later confused at it being ON. As it is not part of any Flows; Checklists; or even Emergency procedures (for cabin decompression) to check the valve; I did not check it until it sparked in my brain on final approach.  By that time we had already called air return to Dispatch and did not think it wise to cancel my landing and just continue on. There should be at least one checklist/ flow checking the dump valve. The emergency checklist for cabin decompression should reference it.


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


Synopsis: During the B1900 maintenance first flight run up the Dump Valve was mistakenly left ON. After takeoff when the cabin would not pressurize; the flight crew returned to the departure airport and just before landing realized the Valve was ON but its position is not referenced in any checklist or flow.
Date: 201407
Local time of day: 0601-1200
Location: FLD.Airport, WI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D FDL
ATC / advisory: Tower FLD
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Procedure; Airport; Airspace Structure; Human Factors
Primary problem: Airport

Narrative: Being cleared by the temporary Tower to land on Runway 36; the Tower later requested an aircraft model like mine; to make a right turn to 090. The call sign was not mine; even though I used it for all contacts with the Tower. I figured arriving at Fon Du Lac for [a nearby event]  I am sure there are other models like mine in the area. Looking to my left I noticed a twin on final at my level so the call from Tower must have been for me and I turned right to 090. Tower instructed me to do a 360 turn back to final with an uneventful landing behind the twin.




Synopsis: A pilot reported taking evasive action during a light twin near miss on final to Fond du Lac Runway 36 during a nearby event. The temporary Tower Controller issued an avoidance clearance to him with an incorrect call sign so he was slow to respond.