elihoole/asrs-aviation-reports huggingface dataset:
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left ALT OUT light came on intermittently. After about 5 minutes both L and R ALT OUT lights came on along with LOW VOLT light. [Requested priority handling] and diverted to ZZZ. Landing normal. Taxied to the gate.




Synopsis: C402 pilot reported a dual alternator failure during climb resulting in a diversion to an alternate airport.
Date: 201811
Local time of day: 0001-0600
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Light: Night
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Upon a normal takeoff rwy 18R and initial climb;  ATC directed a right turn to 220; around 6;000 feet; we experienced around four or five compressor stalls within five seconds on the right engine.  We retarded the right engine to idle; and the stalls stopped. We waited for awhile; then slowly advanced the right engine to normal climb and all engine indications were normal.  There was no frost or contamination on the aircraft during preflight; it was chilly. Since the air was moist and cool; I thought there might have been a possibility of icing forming [in] the engine fan blades; but then dissipated after initial climb.  We talked about whether to continuing the flight and inform the company.The PM immediately recognized what had happened and informed me he mistakenly pushed the right engine fire switch in the dark just above the event switch.I looked at the flight time clock and we were 4 minutes into the flight. I said lets push the event button to record the engine event.  The PM pushed the event button. But then; the right engine rolled back.  I flew the plane and the PM recognized that in a very dark cockpit; he pushed the button just above the illuminated engine event sign.I said; 'let's run the QRH Engine Shutdown and Restart checklists.' The PM accomplished the Engine Shutdown; then Engine Airstart procedure; and the engine restarted.  All engine indications were normal. We informed company and were directed to continue to destination.  While arriving for approach into destination; ATC informed us that company wanted us to divert to ZZZ1.  We diverted to ZZZ1 and accomplished a normal approach and landing. The right engine performed normally throughout the flight after the engine restart.Once all QRH and company matters were addressed; we discussed what we could have done better; and we concluded; when accomplishing abnormal or emergency procedures at night time in a very dark cockpit; it is especially important to slow down and illuminate the cockpit as necessary to clearly identify and confirm the appropriate controls and switches before activation.




Synopsis: CL30 Captain reported experiencing 4 to 5 compressor stalls on departure.  The First Officer then mistakenly pushed the right engine fire switch causing a roll back of the right engine.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Saab 340 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At about three thousand feet; climbing out of ZZZ; we had the first indication of Low Pressure Oil (the right engine oil pressure light came on). At that point; the flight was cleared to climb to six thousand and; soon after; we were cleared by [Center] to climb to seven thousand feet.  Captain called Maintenance and; meanwhile; we got a clearance to climb; if I'm not mistaken; to thirteen thousand feet and -right after- to seventeen thousand feet. While below thirteen thousand feet; the oil gauge dropped to the middle of the amber mark. However; when we reached thirteen thousand feet; the gauge had dropped to the red mark. That's when we requested Center to keep the altitude we were reaching on our way up (thirteen thousand feet); and soon after briefed the Flight Attendant. We followed the procedures stated by the QRH and thereafter; we went on with the Engine Shutdown procedures; located at the end of QRH Section 5.Responding to our request; Center initially vectored us back to the departure airport; but following the guidelines of the QRH; we decided to land at the nearest suitable airport. The airplane landed safely at that airport; I must add; without the need to use the ARFF vehicles -which; at that time; were strategically positioned near the landing runway; following our requested in case we should need them.




Synopsis: SF340 First Officer reported right engine low oil pressure during climb that resulted in an in-flight engine shutdown and diversion to a nearby airport.
Date: 201809
Location: MCO.Airport, FL
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Prior to descent; we noticed a discrepancy between the arrival in our [Jeppesen flight bag] charts (PIGLET 4) and the arrival in the FMC (PIGLET 5). Upon investigation it was discovered that the upcoming database effective approximately (date) was already active. It is unknown whether it was updated in error or if the new database was loaded prior to our use of the aircraft. The arrivals are identical to each other until the downwind leg; landing north. The airport was in a north flow at the time of our arrival. After the fix TWONA; the subsequent waypoints have been renamed and moved very slightly by one or two tenths of a mile. The course flown being the same; we verified our position using distance from TWONA; as calculated from the PIGLT 4 charts in [Jeppesen flight bag]. The arrival was uneventful.




Synopsis: B737 Captain reported the revised approach had been loaded into the FMC prior to the activation date.
Date: 201701
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Airbus 318/319/320/321 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Aircraft component: VHF
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: Data VHF radio 3 transmits bursts of data at low altitude on approach which is aurally picked up in VHF1. This blocks radio reception; such as from tower; at a very busy and critical time. This model of radios; in earlier serial numbers; has a Service Bulletin (SB); but when this issue was reported years ago; there was no pertinent SB; so it was dropped by Maintenance. It remains; however; an ongoing issue. It is not a given that it will happen; and it seems more common in Denver than other stations; and it seems to apply to all aircraft; old and new; A318 through A321; whether it is a problem with the filter in VHF1 or an antenna problem or BNC connector problem or an overly strong transmission by VHF3; there is something wrong with the radio setup. Honeywell knows that this is a problem but took no action years ago. Maintenance control discouraged a request to pilots to write-up radios which do it; probably because they knew how it would disrupt operations; but I think this should be done to at least document the events.




Synopsis: Airbus Captain experienced radio interference from VHF 3 when data was transmitted during approach and the transmission bled through to VHF 1; making ATC communication difficult.
Date: 201906
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were cruising at FL240 heading to ATL VOR. Airplane was suppose to turn right to VUZ VOR but instead it kept going straight present heading. White needles were centered RTU showed auto tune but the airplane still kept flying straight. We contacted ATC they told us the maintain present heading and few moments later we were told to go direct to VUZ VOR. Captain called Dispatch after we parked the airplane. We think that the airplane got lost briefly due to ongoing GPS problem and we also heard other airplane couldn't pick the proper signal from ATL VOR and VUZ VOR.




Synopsis: CRJ First Officer reported experiencing navigation errors possibly due to GPS signal disruption.
Date: 201604
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class E ZME
ATC / advisory: Center ZME
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Troubleshooting
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Aircraft X was executing the published missed approach at GHM. I noticed a VFR aircraft that appeared to be inbound to the airport; but from the opposite direction. I called Aircraft X when I first saw him on radar on his missed. On the second call I received a reply and immediately issued traffic. I issued traffic several times and said something to the effect of I can't turn you because you're below the MIA but; Aircraft X finally got the traffic in sight and stated he was turning. After climbing above the MIA I cleared the aircraft on to his destination.In my [XX] years I've never encountered this situation. I'm [reporting] this because if it happened again I might take action below the MIA. The MIA in this case is 2500 ft and with the potential collision at 2200 ft I might turn the [aircraft] at 2000 ft. I don't think I had time to ask if he could maintain his own terrain and obstruction avoidance. Plus; he was a student pilot and; in my experience; this question causes confusion. So; next time; I would probably ask if the pilot had ground contact and suggest a turn. This is an unusual situation because at most of our airports I wouldn't be able to talk to aircraft at this low an altitude. The sector transmitter is at GHM so I was able to communicate early at this airport. I would have thought that the two involved aircraft would have known about each other through Unicom I'm wondering if this should have been treated as an emergency and I should have had a 'deal' with the MIA and would have turned the aircraft while he was slightly below the MIA. I would have felt better if I had done this.




Synopsis: Controller reported issuing traffic to an aircraft on a missed approach. Both aircraft were below the MIA and the Controller could not turn the aircraft to avoid traffic. Controller later questioned if he should have done something different.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Ground Personnel
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was presented the sable for this scheduled flight and was verbally advised that there was no NOTOC [Notice to Captain] for this flight. I acknowledged the no Hazmat on board and could see on the sable NOTOC was a marked no. I departed for ZZZ. During climbout ATC asked for us to contact Dispatch. It was then that we were notified; that Dispatch was just notified; there was in fact NOTOC on board the aircraft. We obtained a list of what and where the items were located. In this case we were carrying Dry Ice. I completed the flight without incident. In ZZZ the NOTOC was presented to me. I signed it and requested it to be placed in the aircraft for me to add to the trip envelope. I attached a picture of the sable and where NOTOC is noted it says no. Cause: It is unknown why I was told there was no NOTOC on board and not handed the NOTOC paperwork. What I do know is that when the cross check was going to be completed I was told there was no NOTOC on board.


Second narrative: During sable cross check my Captain and I were told that there was no NOTOC onboard the aircraft. We closed up the aircraft and sat for another 40 minute waiting for the tug. After that we pushed back; taxied out and entered the runway. Right after takeoff Tower told me to contact Dispatch as soon as possible because they urgently needed to get hold of us. I contacted Dispatch and was told we had actually NOTOC onboard the aircraft in form of 30 kg times 2 of Dry Ice in position 5. Company committed error during sable not informing the crew of contents of load.


Synopsis: Air carrier flight crew reported a communications breakdown between flight crew and ground personnel/Dispatch regrading accuracy of required hazmat documents.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: A319
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll; n-1 on engine 2 vibration high; other parameters normal; no ECAM. Climb out n-1 vibration subsided. Climbing from FL360 to FL380 entire aircraft shuttered/vibrated then kabam. Everything nice. Engine 2 n1 vibration back to normal; but engine 2 fuel flow about 1;000 Pound Per Hour (PPH) over engine 1. Also; EGT engine 2 exceeded engine 1 by about 150 degrees. I conferred with dispatch/maintenance on a phone patch and decided to return to [departure airport]. I advised lead FA and then spoke to passengers. Return to [departure airport] uneventful. No ECAM presented itself. Preliminary inspection by mechanic that met us at gate indicated last turbine section of #2 engine was no longer there.




Synopsis: A319 Captain described an engine vibration that suddenly ceased; but included split engine parameters. Following a successful return to the field; Maintenance identified the loss of turbine blades.
Date: 201411
Local time of day: 1801-2400
Location: ZOA.ARTCC, CA
Light: Night
Aircraft: Light Transport
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Second aircraft: B767 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Aircraft X (a CL60) was descending and crossing approx 20 degrees off the flight path and 10 miles behind Aircraft Y (a Boeing B767). Aircraft X reported severe turbulence at approx FL340 that included a 30 degree roll. Questioning aircraft in the vicinity and at the same altitude answered either 'smooth' or 'occasional light chop'. This leads me to believe the Aircraft Y wake was likely the issue. While we are well versed with Aircraft Y wake issues and separation requirements for aircraft that are slow/dirty; I was not aware such a wake issue may be a significant problem with the Aircraft Y clean and in level flight at altitude and another aircraft approx 10 or more miles behind. I did not think; in this case; to issue a wake advisory or suspect such a serious issue might occur.Increase awareness of Aircraft Y wake issues related to aircraft clean and level and better determine an 'average' distance behind the aircraft that may be problematic.




Synopsis: ZOA Controller describes a situation where a smaller CL60 is following a B767 and encounters severe turbulence. The B767 is 10 miles in front of the Challenger.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Rain; Thunderstorm
Light: Night
Aircraft: Small Transport
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Approach
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X was IFR to ZZZ1 trying to beat a line of severe weather to the airport. He went around at ZZZ1 and I cleared him to ZZZ at the pilot's request. I assigned a vector and altitude to put him in sequence and then handed him off to the Final Controller for the rest. Final put Aircraft X on a base turn heading 280. The pilot lost communications and flew into a 2200 foot MVA (Minimum Vectoring Altitude); then a 3000 foot MVA and turned on his own to the south and climbed to 2500 feet in a 2600 foot MVA. Before hitting all the MVAs; we tried literally everything. We tried Center; other sectors and adjacent airport Towers frequencies; tried Guard and got no response at all. Instructions to climb immediately to 3000 feet were even issued on guard before the MVA violation. Eventually; he checked on with the Tower and Tower climbed him to 3000 feet and worked him in so he wouldn't have to change frequencies. He landed safely. I found out this morning that the pilot had a stuck mic and was the only one who could fly the plane. He was having to reach over to the copilot seat to use the mic for communications.


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


Synopsis: TRACON controllers reported an aircraft on an assigned heading went NORDO and flew below the Minimum Vectoring Altitude.