elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Local time of day: 0601-1200
Location: P50.TRACON, AZ
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure; Aircraft
Primary problem: Aircraft

Narrative: We reported a drone at co-altitude (5;800 feet) while on an eight-mile left base leg to Runway 8 in PHX. It was headed opposite direction and within 200 feet or so. I reported it to ATC; who said they would 'send someone out there.'




Synopsis: B-737 First Officer reported encountering a drone while being vectored for landing at PHX.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine Indications
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Other Takeoff
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll at approximately 75 knots; the Master Caution light illuminated. No indication was made on the annunciator panel and it was unclear what caused the Master Caution light to illuminate. The Captain elected to abort the takeoff. After clearing the runway we saw that the number 2 Engine Control annunciator was illuminated. 'Overhead' was never illuminated on the annunciator panel. We taxied back to a gate; called maintenance and swapped aircraft.




Synopsis: B737 First Officer reported Captain aborted takeoff due to Master Caution light illumination.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
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); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Engine had behaved erratically. Planned a flaps 15 landing just in case. On final; Engine #1 rolled back to zero thrust. [Requested priority handling] and landed.




Synopsis: B737 Captain reported #1 engine rolled back to zero thrust during final approach. Captain continued to landing.
Date: 202011
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Interphone System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related; Human Factors; MEL; Procedure
Primary problem: Aircraft

Narrative: I was [the] Purser on Aircraft X. When we boarded I noticed the entire phone was missing from XLR Jumpseat. The cockpit also informed me it was missing and that it was okay to go. I said that used to be a 'no go' item. I have no way of notifying the cockpit if there was any emergency- be it evacuation; a threat level; a medical emergency; etc. I asked if there was another plane that we could take. I notified the system that we were checking within maintenance on an issue before we board. We still had 15 minutes left to board. I was told that I was to refer to the Flight Attendant Manual regarding other means of communicating. I'm not sure if you've worn a mask and spoken through a megaphone; but that's not really a reliable means of communication with a mask on. And it still does not allow me to communicate with the cockpit. We were on a type X aircraft where the other FAs are backwards facing and would not know if a situation were to arise up front. We were also advised that it was to be a bumpy flight and we might need to remain seated for the duration of the flight. An in-flight Supervisor met the aircraft. Captain said he would refuse the aircraft if I was uncomfortable. I said that decision should not solely rely on me. However; this was the second flight in a row where the forward intercom was broken. This one happened to be completely missing a phone. The one prior was hanging off a screw. A Mechanic also came up during boarding to see what the problem was. I said this should be a 'no go' item referring to the missing phone. He said he deferred it that morning and that the part was awaiting the aircraft in ZZZ. So the aircraft had flown two previous legs before mine in this condition. I believe that a PA INOP is 'not' a no-go. A missing intercom should be a no-go item.




Synopsis: Flight Attendant reported the phone by a jumpseat was missing and requested the aircraft be swapped due possible communication issues in case of an emergency.
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Thunderstorm
Light: Night
Aircraft: Beech 1900
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL230 while deviating around thunderstorms a red warning light illuminated; shortly followed by a right engine low oil pressure annunciator and a right engine oil pressure gauge initially at 60 PSI; then within seconds fluctuating in the yellow arc. At that instant I assumed pilot flying duties and informed ATC; squawked 7700 with a request to ZZZ airfield. Engine torque was immediately reduced below 2000 torque (idle) on the right engine and the appropriate checklists were followed and completed while receiving a steer to ZZZ; our return field. Once in range of ZZZ; center handed us off to approach and a downwind arrival with vectors were given for a visual approach to a landing on Runway 36. Once safely on the runway I elected to secure the right engine in the hope of preventing further possible damage. This was totally within my capability and I did not consider it an unsafe action. After clearing the active runway we followed after landing and shutdown procedures and were towed to the ramp. Note the above reported engine indications remained constant from onset to engine shut down. For maintenance; Interstage Turbine Temperature (ITT) and oil temp were normal.




Synopsis: BE1900 Captain experiences the loss of right engine oil pressure at FL230 and diverts to the nearest suitable airport. The torque on the right engine is reduced to idle and the engine is allowed to run until after landing.
Date: 201907
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: While working midnight shift;I was assigned to work a tail lube task card. Upon completion of the tail lube task card I was approached by the Lead Technician and asked if I could assist another technician in replacing #2 MLG (Main Landing Gear) Tire. Prior to me beginning the task; a tire had been brought out to the aircraft. I gathered the required tooling and AMM (Airplane Maintenance Manual) Reference and removed and replaced the #2 MLG Wheel/Tire Assembly with another technician. While the other technician returned tooling; I filled out the paperwork and cleared the log page. Being [that] the new tire/wheel assembly was at the aircraft; I mistakenly assumed the correct tire/wheel assembly had been brought out.




Synopsis: Maintenance Technician installed incorrect tire on 737-900 aircraft.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff during climb; I began to smell and acrid smell like exhaust and my eyes were burning. I called to the aft cabin and both FAs (Flight Attendants) could also smell an exhaust odor. I called the Captain and he confirmed he could also smell it. Captain agreed it was a fumes event. He said all his indicators were normal and we would be landing in 20 minutes. The #2 FA; was having trouble catching her breathe and her eyes were blood red. I immediately gave her O2 and informed Captain she was on oxygen. The Captain called back about 5 minutes to check on us. He said that paramedics would meet the flight; to check out all the crew. We landed safely in ZZZ without any further incidents.




Synopsis: A319 Flight Attendant reported notifying Captain of a fumes event during climb.
Date: 202009
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: An aircraft had an air return for the loss of number 1 engine; green; hydraulic pressure; no loss of fluid. The aircraft was moved to the hangar on day shift for repair. We motored the engine and observed the pressure coming from the pump: it increased to 3000 psi then fell off. The aircraft was moved inside and the cowlings were opened up for inspection of the EDP (Engine Driven Pump). There were no external leaks or external damage to the EDP. We continued to inspect the fluid lines from the pump to the pylon disconnect. It was found that the fluid supply line had become disconnected at the pylon connection; it was further noticed that the locking section of the pylon side of the fluid supply line quick disconnect was not locking to the line side. We suspect the line vibrated off; starving the pump and the loss of pressure. The disconnect; pump; and case drain were replaced.




Synopsis: Maintenance Technician reported loss of hydraulic pressure due to disconnected fluid supply line.
Date: 201908
Local time of day: 1201-1800
Location: BOS.Airport, MA
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Airspace: Class B BOS
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Procedure
Primary problem: Human Factors

Narrative: Station posted a 24 minute delay due to late inbound equipment without contacting Dispatch.




Synopsis: Crew reported that local operations failed to notify Dispatch of a delay.
Date: 201809
Local time of day: 0001-0600
Location: CYMX.Airport, PQ
Flight conditions: Mixed
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We landed in CYMX on runway 24; then exited on B4 taxiway.  CYMX is an uncontrolled field with a FSS that provides advisory information which is Mirabel radio.  We were asked to verify we were on B6 taxiway by Mirabel radio and we then notified them we were on B4.  Mirabel radio said that B4 was NOTAMed closed and asked if we could turn on the runway and taxi via B6 to the ramp.  We were only slightly in the throat or mouth of the taxiway but was not able to make a turn back to the runway safely.  We requested a tug to push back off of B4 onto the runway so we could taxi via B6.  About 3 minutes later; Mirabel radio then said the vehicles had moved at the intersection of B4 and Bravo and relayed information it was safe to taxi to the ramp using B4 taxiway.  We continued to the ramp with no further problems. We missed the NOTAM for taxiway B4 in the paperwork. Things that contributed to this was the poor airport signs and lighting and the unfamiliarity of the airport in a foreign country and their procedures. There were also no barricades of any kind for the closed taxiway. The men and equipment were at the end of the taxiway at the intersection of B4 and Bravo.  We did not see them in the distance until turning on that taxiway. It also was not in the most current ATIS information.  In the future; I realize I should be more careful reading the NOTAMs and being aware of closed taxiways and runways.




Synopsis: Widebody aircraft Pilot reported they taxied onto closed taxiway.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had an FAA Inspector show up to the cockpit that exhibited suspicious behavior and was not in compliance with our jumpseat dress code.  He asked the Captain if either of us was an FFDO and then confirmed 'so there are no weapons on the flight deck; correct?'  I've never been asked that question by an FAA Inspector.  He took copious notes throughout the boarding process.  Again; very unusual.  While the Captain was in the terminal he mentioned 'The Captain seems like a very serious man.  Was he in the military?'  I'm not sure what the Captain's flying background (or mine for that matter) has to do with our execution of a safe flight?  After talking with the Operations Center; we were directed to allow this individual to board 'or be suspended.'  We departed.  This individual clearly demonstrated suspicious behavior during boarding as explained in the Operations Binder.  I am now confused on the extent of a Flight Crew's authority to deny boarding based on a perceived threat.With all the distractions of a very unusual jumpseater; we failed to recognize this individual was not in compliance with the facial hair policy for Jumpseaters found in our Operations manual.  If this individual had needed his oxygen mask in flight with a very large beard that would have been a valid safety concern.  Does our jumpseat policy apply to FAA Inspectors?




Synopsis: Air carrier First Officer reported an FAA Inspector requested to ride the jump seat for a line check.
Date: 201807
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Planned for maximum power takeoff due to wind shear reports from Tower. Cleared for rolling takeoff on RWY XXR; which requires a 180 degree turn onto the runway. As we rolled out on centerline; we saw a fuel pump low pressure amber annunciation. As I was steering and advancing power and unable to reference the fuel gage to look at fuel; I asked 'Is the center tank low.' I was confused when the First Officer responded 'no.' I assumed that it must be and continued the takeoff; calling for auto throttles 'engage.' About the time the engines stabilized in maximum power; the First Officer pointed to a red RPM exceeding on the #2 engine. Seeing the red exceeding and still not sure about the reason for the fuel pressure warning; I accomplished an uneventful rejected takeoff; allowing the auto brakes to function until below 60 knots. We exited the runway about 4000 feet from the threshold. I aborted very shortly after power stabilized and believed we started the abort about 80 KIAS. Personnel on the team later told me the actual speed was 111 KIAS. On his recommendation; we are filing this [report].The center tank had low fuel of about 2300 lbs. During the extended turn onto the runway; fuel slosh the right center fuel pump; causing a warning and resulting [in] crew communication confusion. The fuel panel on the 75/76 is not easy for the Captain to read quickly; and especially while steering; advancing throttles; and setting up for centerline takeoff.The maximum power rolling takeoff with a lightweight aircraft caused a much faster acceleration than we were accustomed to. Although I thought we had to be slow (no 80 KIAS call had been made); it turns out the rolling maximum power takeoff accelerated the speed much more than either of us thought. Multiple warnings; combined with communication confusion; made rejecting the takeoff seem like the prudent action at the time.Fuel should be on the front panel like almost every other aircraft. It is very difficult to see from the Captain's seat without leaning over the console. The LED digits are not visible at the acute angle from a normal seating position.


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


Synopsis: B757-200 flight crew reported obersving EICAS warnings and aborted takeoff.
Date: 201708
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: I was the OJT Instructor on Sector 10 and we had just taken the sector.  Aircraft X called up saying that he had lost comms with ZLC and was calling us.  We assumed that he was looking for VFR flight following and began to treat him as such.  We then asked his position and altitude and he said he was 'level one-six-thousand; IFR' so that obviously triggered us to ask a few more questions and after talking to him we figured out that he had been IFR for approximately 122 miles across our airspace with no coordination.  There were multiple F15s active in Goose and Juniper MOAs at the time as well and I am unsure if he entered that airspace or not since that would have happened before we took the sector.  We then got him all sorted out and cleared him to [his destination] and handed him off to approach.  There was no previous flight plan data in the system.Not sure but that would definitely be on ZLCs side of things.




Synopsis: Seattle Center Controller reported that an aircraft checked in after a previous loss of communication.