elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Flight phase: Descent
Airspace: Class B TEB
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Inbound to TEB on the JAIKE3 RNAV STAR we were given a 'Descend Via' clearance. As part of our arrival brief we verified all fixes and crossing restrictions in the FMS. Filed for the FAK transition; we were taken off route then given another fix on the arrival; OTT; and shortly thereafter given a heading and sent back to the arrival after several minutes on the heading. To comply with the 'Descend Via' clearance; we set the bottom altitude in the altitude selector; verified that TOD was ahead of us; and armed VPATH. VPATH captured and the aircraft began the descent. Not long after we were handed off to Philadelphia Approach and given several speed restrictions before being turned over to New York Approach.  As we crossed JAIKE we saw that we were at 15;000 feet and descending as opposed to the 13;000 feet required by the STAR. Not long after we noticed our error; Approach asked if we were descending to 13;000 and asked us to expedite. Separation requirements were never violated and neither our flight nor any other was in any danger nor was the flow of traffic impeded. We cancelled VPATH and increased our descent in the Vertical Speed mode. We reviewed the automation inputs and selections and verified they were correct. We have no idea as to why the aircraft did not comply. We are unclear as to what anomaly caused the aircraft to miss this crossing restriction. We both verified the inputs to the FMS and Altitude Selector and the aircraft did descend toward 13;000 but not a rate to meet the crossing restriction at JAIKE. That said; we were also complacent in not monitoring the descent and cross-checking the aircraft position with the requirements of the arrival. Distractions played a role as speed changes; heading changes; and frequency changes were also occurring during this time. Additionally; both pilots were fatigued from two (three for the PM) consecutive early morning wake-ups for early AM departures. Maintenance issues the previous night contributed to fatigue. Always; always; verify that the aircraft is doing exactly what you expect it to do. Never assume the automation is infallible and incapable of succumbing to the occasional gremlin. Both pilots should cross the aircraft's position and progress when approaching crossing restrictions.




Synopsis: Captain reported failing to make a mandatory crossing altitude on an RNAV Arrival.
Date: 201902
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Cleared to land EWR 22L. At 800 feet the traffic landing on Runway 11 became a conflict. Tower ordered a go around. Executed go around. Returned for [an] uneventful landing.




Synopsis: Air carrier Captain reported the Tower directed a go around due to conflicting landing traffic on a crossing runway at EWR.
Date: 202007
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Other / Unknown; Time Pressure
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During landing Aircraft Y landed opposite runway and forced me off the runway. No damage to either plane. Aircraft Y never made any radio calls on local frequency.




Synopsis: Cessna 182 Single Pilot reported a critical ground conflict on landing with opposite direction landing aircraft.
Date: 201203
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had a trainee on the D-Side. There was an aircraft flashing at us out of about FL200 with FL320 in the Data Block. We looked at the flash. My trainee did a traffic search and determined that the aircraft be stopped at FL300 for traffic. As we were making the call to the high sector; the R-Side took the hand off because the aircraft was already thru FL250 in our shelf and no one was calling us for a hand off or to APPREQ an altitude with us; even though he was in our airspace. We called the high sector to have the aircraft stopped. They said they had taken a point out from another low. So the low side pointed out the aircraft to their high side but did not APPREQ an altitude with us as he busted up through the bottom of our airspace. We told them to stop the aircraft but he said he had already switched the aircraft to us. The aircraft did come over and the R-Side stopped him off and averted an Operational Error. I don't think the low sector even realized that he had busted our airspace because of the shelf out there. He actually called our low side for a point out thru the shelf. That may be why he never called us for the hand off. This is the second time in about a week that an aircraft has come to us from a sector in a stratum below us busting up into our airspace. Both times; the controller thought that putting an altitude in the Data Block was enough and that an APPREQ was not necessary. When an aircraft is that close to the boundary; from the low side it should be verbally coordinated.




Synopsis: ZTL Controller described an unauthorized airspace entry event by a low altitude sector controller who apparently failed to note the airspace shelf structure; the reporter noting verbal coordination was necessary.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After turning left downwind after takeoff [another pilot] announced a 5 miles out for a 45 on the downwind. As I approached midfield on the downwind I made a call of midfield on the downwind leg. The flight instructor on the ground then observed [another aircraft] enter the pattern from behind and below me and make an abrupt base leg turn. I did not see the plane until he had passed under me and was making an early base turn. [The other aircraft] ended up having to do a go-around due to an aircraft that was already on the runway. A second observer on the ground stated that the abrupt base turn under me appeared to be intentional.




Synopsis: Cessna 172 student pilot reported an NMAC with a Cessna 182 at an uncontrolled airfield.
Date: 201402
Local time of day: 1201-1800
Location: OAKX.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operating under: Part 121
Flight phase: Cruise
ATC / advisory: Center OAKX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: Resolution Advisory (RA) event at FL280; RA climb to 28;500 FT; due to on coming B727 at same flight level. Route V717 between DAXUP enroute to position ENRON. {We were] talking to Kabul Center and [had] just made contact with Turkmenabad control. Returned to FL280 after B727 passed off left side of aircraft within 500 feet vertical and 200 feet horizontal; informed Kabul and Turkmenabad of RA.




Synopsis: B747 Captain experiences a TCAS RA at FL280 with the flying First Officer taking evasive action. A nearly head on B727 is seen to pass 500 feet below and 200 feet to the left.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
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: Oil Filter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was an OE (Operational Experience) for a new FO (First Officer). FO was the PF (Pilot Flying) and I as the LCA (Line Check Airman) the PM (Pilot Monitoring). Climbing through approximately FL270 for FL320; the OIL FILTER BYPASS amber light illuminated. I told the FO to continue as the PF and also assume ATC. I would eventually assume ATC while performing the QRH. Initiated and completed the QRH without the light extinguishing. The QRH directed an engine shutdown and that checklist was also completed. [We advised ATC]; FAs (Flight Attendants) advised multiple times and with TEST; without an evacuation directed. Multiple passenger announcements made as well. During these procedures a PPOS (Present Position) hold was performed to assess the situation and initiate the checklists. A lower altitude was requested due to single engine altitude being approximately FL200. We were quite heavy; approximately 165;000 lbs. Dispatch was contacted and the decision was collectively made to proceed to ZZZ. Dispatch was queried regarding landing data; single engine at this heavy weight and the information was received expeditiously. All checklists were completed; cabin informed and advised; multiple PA's; Dispatch included; [ATC advised]. A safe and smooth landing was performed by the LCA and we were approximately 20;000 lbs overweight. Exited the runway; and stopped the aircraft without setting the parking brake. Solicited the assistance of ARFF (Airport Rescue Firefighting) to determine the condition of the gear and brakes. Some light smoke; but no fire. Decided to proceed to an area in the ramp to wait for brake cooling. Passengers and FA's constantly informed and the final passenger reception was excellent. After brake cooling; I directed a tow in to the gate. [Chief Pilot] was also contacted while awaiting for the cooling.


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


Synopsis: B737 flight crew reported an engine shutdown due to an oil filter bypass indication; resulting in a diversion to the nearest suitable airport.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class C ZZZ
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Time Pressure; Distraction; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Procedure
Primary problem: Procedure

Narrative: On originating flight from ZZZ to ZZZ1; the F/O (First Officer) notified me of a potential fuel leak on the #2 engine. We called Maintenance to take a look at the engine. Maintenance told us the drips where within limits and no action was required. Maintenance stayed at the gate until we pushed. After landing in ZZZ1 we were notified on a vise grip on the back of the #2 engine. No damage was found. We are not sure if the vise grip was left by overnight maintenance or by maintenance checking the fuel leak. No logbook entry was made.




Synopsis: Captain reported that after arrival; a pair of vise grip pliers was discovered clamped to the outside of #2 engine; left there by Maintenance at departure airport with no logbook entry made for a #2 engine fuel leak.
Date: 201503
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZID
ATC / advisory: Center ZID
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: In cruise at FL400; we were instructed to cross 125 NM south of OKK at FL300. The restriction was put in the FMC and MCP in accordance with SOP. Due to choppy ride at FL400; we started descent early in V/S. The FMC showed Top of Descent over 90 NM away and we had no magenta vertical path indicator when I noticed the crossing point approaching. I voiced my concern to the First Officer (FO) who immediately increased descent rate. When it was clear that we would be high at the restriction; I notified ATC who; of course; said 'no problem.' We ended up about 1500 feet high. Both FO and I were confused about why the Top of Descent point showed so far away and why we had no magenta vertical path indicator.Later we were given a further crossing restriction and I was unable to execute the altitude in the FMC. I checked the cruise altitude and found that the FO had changed the cruise altitude to FL 310 during the descent without my knowledge. The Top of Descent and vertical guidance were missing because we hadn't yet reached our 'new' cruising altitude.SOP works when both Pilots follow it. In my monitoring and intervening; we caught the error; but a little too late.




Synopsis: B737 Captain reports missing a descent crossing restriction with the First Officer flying due to a new cruise altitude being programed into the FMC.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach; flaps indicator showed flaps 2 with flaps extended to a greater flap setting.  Unable to land due to a flaps 2 indication [runway length]. Declared an emergency; contacted Dispatch via ACARS that we were an emergency aircraft and were diverting.  Ran the QRH procedure and landed with flaps 15 using alternate flap extensions. Landed without incident.


Second narrative: On approach flaps would not indicate past 2 degrees. Go around executed. Emergency declared. Divert to ZZZ. I ran the QRH procedure and alternately extended flaps until indicator showed 15 degrees. Contacted company via ACARS. Captain had normal landing in ZZZ. Was told Maintenance found indicator box not working properly.


Synopsis: B737-800 flight crew experiences a flap disagreement between the selected setting and the indicated setting during approach and goes around. Crew elects to divert to a longer runway and lands with flaps indicating 15 using the alternate extension system.
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Workload; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Customer boarded with face covering mouth only; immediately advised covering must cover nose also.  While stowing bags nose [was] still not covered. I politely asked would she like a different mask.  Customer immediately put her face inches from mine asking was this ok? I felt very uncomfortable having customer do this. Customer sat down as husband tried to explain how she was not wearing mask correctly. He apologized for her.  She yelled across aisle not to apologize as she did nothing wrong. They had 2 children not wearing masks either.   I personally felt threatened by this lady. And if she had COVID by yelling in my face I feel very paranoid and upset about this happening. Gate agent came on board told her again about not wearing mask correctly and advised if [there were] issues in flight [the] Captain would divert. She was compliant in flight. Children were not.




Synopsis: Flight Attendant reported a passenger was not compliant with face mask policy while boarding.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor
Human factors: Confusion; Distraction; Physiological - Other; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed climbing up to 2000 feet on a heading of 090. While passing through 1000 feet; pilot flying said he was feeling dizzy; light headed; nauseous and repeated 'I feel weird; how do you feel?' After he asked me; he stated 'your controls'; so I am now flying the plane. I started to feel the effects of of lightheaded and a 'drunk like' feeling. As soon as I felt the effects; a portable ADS-B device with a CO detector alarm came on alarming us of CO levels (80-95 ppm). I then made the decision to [notify ATC] and return back to the airport. While making a short approach to the other pilot's symptoms appeared to worsen so I was fully in control of flying the aircraft. Tower cleared the traffic and we landed. As soon as we landed we immediately opened the doors. I began to feel better immediately and the other pilot continued to improve. By the time we got back after seeing multiple doctors; over 9 hours had passed so they were unable to do Carbon Monoxide test due to the time lapses from the event.




Synopsis: An instructor pilot reported both pilots experienced carbon monoxide poisoning and returned to the airport and landed.
Date: 201811
Location: DEN.Airport, CO
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E D01
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Cleared the CREDE 3 EXCEPT maintain 300 knots; delete the speed restrictions. The next controller gave us published speed by TUKKK; THEN maintain 210 [heading]; then 280; slow to 210 at CLIFF. 5 speed changes in less than 100 miles. These arrivals are supposed to reduce workload and distractions. This has to stop.




Synopsis: Air carrier flight crew were given 5 different speed assignments on the CREDE 3 STAR.