elihoole/asrs-aviation-reports huggingface dataset:
Date: 201211
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Engine Oil Seals
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise configuration at 2;500 FT MSL there was a sudden loss of oil pressure; a mist of oil on the windscreen; and the odor of hot oil in the cockpit. A quick GPS check of nearest airports revealed nothing close so an off-field landing was done onto a gravel country road. After landing it was determined that the crankshaft seal had partially blown out and that only several quarts of oil were left in the engine. Further investigation determined that the breather hose had a crimp in it; effectively blocking airflow. The crimp/blockage was removed and oil was restored. Although there was no traffic on the roadway; the roadway was blocked from traffic during takeoff and the plane was flown approximately 20 miles back to its home base. There was no damage to the aircraft; property; or persons with this event.




Synopsis: RV6 pilot experiences a sudden loss of oil pressure at 2;500 FT with visible oil on the windscreen and the smell of hot oil in the cockpit. With no airports nearby an emergency landing is preformed on a country road. Post flight reveals a kinked breather hose causing pressure to build up in the crank case and blow out the crank shaft seal.
Date: 202007
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Climb; Descent
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure we had an airspeed disagreement and we quickly determined the First Officer side and standby airspeed were reliable. We ran the QRH and contacted [Maintenance Control]. The Captain discussed the issue with [Maintenance Control] through an ARINC phone patch and decided to continue the flight as we had reliable airspeed and the disagreement message had extinguished. As we prepared for the descent we had the airspeed disagree and altitude disagree message illuminate. We ran the QRH for the Alt disagree and determined the First Officer and standby instruments were reliable and were able to proceed clear of clouds to an uneventful approach and landing in ZZZ.




Synopsis: B737 flight crew reported aircraft encountered unreliable airspeed indicator.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Taxiway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After fueling aircraft I was taxiing out for departure and while S turning on the taxiway the left brake failed. I was in a right turn when the brake failed and there was a 6 foot embankment off the right side of the taxiway. I could not steer the airplane to the left due to the failure so I shut the engine down and went over the embankment. No engine or prop damage was sustained. However the bottom of the runner was damaged and the right wing tip was bent.




Synopsis: Pilot of a tailwheel aircraft experienced a left brake failure while S turning during taxi; departs the taxiway causing some damage to the aircraft.
Date: 202011
Location: ZZZ.Airport, US
Weather elements / visibility: 20
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Alternator went out and had radio/communications failure. Guard came on and [asked] if there was an emergency. I informed 'no emergency and we are on short final for Runway X'. Flaps were already down. Landed safely. Called ZZZ Approach to inform that we are safe.




Synopsis: Flight Instructor flying C-172 aircraft reports on alternator failure inflight.
Date: 201305
Local time of day: 1201-1800
Location: ATL.Airport, GA
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: A CRJ7 was cleared for; and established on; the ILS PRM Runway 10. The CRJ7 was level at 030 and approaching point to switch to Tower frequency when the pilot notified me he was responding to a terrain warning. I instructed him to maintain at or below 040 because of traffic on adjacent finals. I then instructed the pilot to track the localized and simultaneously observed the aircraft drifting off the localizer toward the other final. I then instructed the CRJ7 to turn right to a 120 heading in an attempt to achieve separation. Soon after the pilot stated that they had recaptured the localizer. I recleared the CRJ7 for the approach and kept the pilot on my frequency to ensure they were settled on the approach before switching to Tower frequency.




Synopsis: A80 Controller described a terrain warning event during simultaneous PRM approaches to Runway 10; the reporter noting the aircraft was initially not established on the localizer.
Date: 201901
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 3
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: ATC Issue All Types; Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On descent into SJC we were given a late clearance for the RNAV Z 12R. We were just of few miles from the first waypoint. After reprogramming the approach we found ourselves high. Then ATC asked us to slow as much as practical and shortly slow to approach speed way early. We were simply unable to meet all their requests and meet our altitude restriction. We should have said unable; but in the thick of things we just threw out all drag devices and did the best we could.




Synopsis: B737-700 Captain reported being high on a crossing restriction on the RNAV Z Runway 12R approach into SJC after receiving a late ATC clearance.
Date: 201906
Local time of day: 1201-1800
Location: SYR.Airport, NY
Flight conditions: VMC
Weather elements / visibility: Turbulence
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SYR
ATC / advisory: Tower SYR
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue; Physiological - Other
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Gusty winds 220@14G24 with the FO (First Officer) flying the approach into SYR RWY 28. He took the autopilot off about 200 feet and started to get low. He said he was correcting and I saw him add power and correct pitch. We must have had a gust drop out from under us and he couldn't correct fast enough and he got a dot low on glide slope. We got the GPWS 'glideslope' aural warning and since we were less than 200 feet and had the runway made I opted to continue rather than risk a go around so low to the ground. I felt it was the safer option in this particular scenario; although I know it is not always the best course of action. We both already knew and were correcting; and then the GPWS made the aural warning. FO got low on glideslope within 200 feet of touchdown; probably due to gusty winds in the area. Corrected pitch and power to continue the approach. Increase target speed with gusty winds.




Synopsis: Air Carrier Captain reported failure to go-around on unstabilized approach due to gusty conditions; fatigue; and complacency.
Date: 201504
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Powerplant Mounting
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Human Factors; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Human Factors

Narrative: The old engine had already been removed from the [ERJ-175] aircraft when I started. I began my shift with the Serviceable engine on the cradle needing to be hoisted up and torqued. I did all the necessary work to the aircraft with an Inspector present and while finishing my shift began backtracking and inspecting the work I had performed. While I was going through the job card and finishing parts paperwork and filling out tags; I realized that I had no paperwork for the forward bushings that get installed over the forward mount bolts. I informed Dayshift that I thought I forgot to install the bushings and they said they would look at them and correct the issue if they weren't there. The bushings were not installed and Dayshift corrected the issue. I did not sign the logbook for work performed until after all necessary paperwork was completed and the bushings were installed according to the reference. The cause of this event was not having the new bushings in hand and being in a hurry to finish the job on time. [This] could have been prevented if I slowed down and made sure that all parts needed were in hand. I found the issue before the logbook was signed and plane was returned to service; because I double checked my work many times but if I took a breather while installing the forward mounts and read through the job card again; the incident could have been prevented. Engine Change. On time pressures.




Synopsis: While reviewing a GE CF-34 Engine Change Job Card and Parts paperwork for an ERJ-175 aircraft at the end of his Nightshift; an Aircraft Maintenance Technician (AMT) realizes he did not have any paperwork for the forward bushings and most likely had not installed them over the forward mount bolts as required. AMT believed not having the bushings in hand and being in a hurry to finish the job 'on time' contributed to his oversight.
Date: 201507
Local time of day: 1801-2400
Location: NCT.TRACON, CA
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X On BDEGA1 arrival issued instructions for landing runway 28L and to expect ILS runway 28L which requires the pilot to fly CORKK..BRIXX then heading 140.  The pilot instead flew the route as if issued landing runway 28R which is CORKK..FINSH then heading 100.  By flying the wrong route the aircraft entered SUTRO airspace without coordination and placed the aircraft in conflict with departures from the Bay area. I noticed the wrong turn and issued a right turn away from departures.  This happens routinely and is an extremely unsafe situation. The STAR is poorly designed and confusing to the pilots.  Many time we need the aircraft to fly the south route and then land on the right runway.  The two routes after CORKK are labeled as if that is the only runway to land on if you fly those routes and that is incorrect.  There is no standardization in the area for what these landing routes are called. Many call them transitions but they are not listed as transitions on the approach chart.  Management has provided no guidance or proper training on how the routes should be issued.Adding to the complexity of the situation; the sectors are routinely combined.  Because of the numerous problems associated with the other Descend Via route from the south (SERFR1; LAGUNA is required to take handoffs from the center 12 miles from our boundary.  Since the sectors are combined; the sector that provides feeder operations to the final must be worked on a range greater than 54 miles. The constant attention to taking handoffs 12 miles away from the airspace; stopping every SERFR1 and an intermediate altitude because it does not protect from other sectors; Class B and has speeds that are assigned in violation of Code of Federal Regulations (CFRs) and monitoring which aircraft fly the wrong way on the BDEGA1; there is going to be a serious event soon.Until the issues of the poorly designed routes are resolved and management can provide proper training for the routes they should be suspended before a serious event.




Synopsis: A Northern California TRACON (NCT) Controller reports of a problem associated with the BDEGA1 arrival when an aircraft flies the wrong heading and enters another controller's airspace. The Controller describes this is an ongoing issue and states that management has not provided guidance or proper training on how the routes should be issued.
Date: 201406
Local time of day: 1801-2400
Location: M03.TRACON, TN
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B MEM
ATC / advisory: TRACON M03
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Working and OJT on arrival east with weather in the area. Aircraft X was on the BLUZZ Arrival at 10;000 FT and was told to proceed direct [BLEWS] for Runway 18R. The pilot responded; 'We've already passed BLUZZ!' and we had to explain that the fix was [BLEWS]; the initial approach fix for the ILS Runway 18R. The pilot had words about the similar sounding names.Change the name of the STAR. We have had issues with this name from moment they changed it. We are spending too much time explaining this poorly conceived name change.




Synopsis: M03 Controller describes situation where there is confusion with two fixes in the airspace; BLEWS and BLUZZ; which causes pilots to go to the wrong fix at times.
Date: 201306
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather
Primary problem: Ambiguous

Narrative: On final ILS 28R; moderate chop maybe light turbulence in medium rain and IMC received verbal 'low altitude alert' from Tower. Cross checked instruments and appeared OK; shortly thereafter glideslope fluctuated almost full range and Captain executed a go around due to unreliable glideslope indication. Landed uneventful after go-around.We heard after the fact that there had been several reports by preceding aircraft that the glideslope appeared off. It would have been very helpful to know this information earlier in order to brief and setup for glideslope out of service approach or LNAV/VNAV approach. Also heard that an aircraft in or near the protected area may have caused the glideslope problems. Pass the word and protect the ILS areas during IMC operations.




Synopsis: A B737-800 crew executed a go-around in IMC conditions after ORD Tower reported a LOW ALTITUDE ALERT and subsequent full range Runway 28R glideslope fluctuation.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level cruise at FL250; left pack inoperative; on MEL. Cabin altitude warning horn sounded. [We] noticed cabin at or near 10;000 FT and climbing. We donned oxygen masks and I requested lower altitude as the First Officer started the QRH procedure. He could not control the cabin so we declared an emergency and started an emergency descent to 10;000 MSL. We diverted to a nearby airport as a precaution and landed uneventfully[I] was told of several bad door seals and a slightly misaligned left rear door.We need to fix packs sooner and pay more attention to door seals.




Synopsis: A B737-300 suffered a loss of pressurization; declared an emergency; initiated an emergency descent and diverted to a nearby airport as a precaution.
Date: 201311
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not 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: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff roll; above 100 KTS; the L Eng PRV EICAS message illuminated with a left engine BLEED light and an associated L Eng PRV status message. Followed QRH procedure and turned off the left engine bleed air switch. Called Dispatch; talked to Maintenance Control and decided to continue to destination. Two hours into the flight while at FL340 the R Eng HPSOV EICAS message illuminated with an associated R Eng HPSOV status message. Right pneumatic duct pressure remained normal at 39 PSI. The QRH procedure directed to turn the right engine bleed air switch off. I elected to leave the right engine bleed air switch on to prevent an unwanted depressurization and I declared an emergency and began to descend and divert to a nearby airport while we started the APU as a backup pneumatic source below 17;000 FT. Called Dispatch and Maintenance Control again and Maintenance advised that; with normal duct pressure; the now intermittent R Eng HPSOV message was probably an indication problem. He also advised taking the aircraft back to our departure airport due to superior maintenance capability. With Dispatch concurrence; I decided to return. Following descent below 17;000 FT MSL we followed the QRH procedure and turned the right engine bleed switch off. We landed uneventfully and below max landing weight upon arrival.




Synopsis: A B767-300ER ultimately returned to their departure airport after experiencing EICAS pneumatic system bleed anomalies on both engines.