elihoole/asrs-aviation-reports huggingface dataset:
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
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 Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine 3 oil pressure exceeded high limitation and N2 RPM rolled back to zero. Engine shutdown procedures followed; no fuel dumped; emergency declared with enroute divert. Uneventful engine inoperative approach and landing at a divert airport. Normal taxi into ramp where no external evidence of engine malfunction.


Second narrative: [Report contains no additional information]


Synopsis: A DC-10 Engine 3 Oil Pressure exceeded the high limit and subsequently N2 rolled back to zero; so the engine was shutdown; an emergency declared and the flight diverted.
Date: 201507
Local time of day: 1801-2400
Location: SPI.Airport, IL
Light: Daylight
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class C SPI
ATC / advisory: TRACON SPI
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Ground; Supervisor / CIC; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Time Pressure; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working all of the tower positions. Aircraft X departed Runway 31 on a 360 heading; wanting to go eastbound on course. Aircraft Y departed Runway 4 about a minute later heading 060. Aircraft Y's flight plan was erroneously removed due to a miscommunication with the Departure Controller; and we both worked to figure out what the problem was. At the time I launched Aircraft Y; both aircraft were separated by headings. However; in the process of correcting Aircraft Y's flight plan; I failed to advise departure not to turn Aircraft X until they were talking to Aircraft Y.This resulted in Aircraft X being turned eastbound toward the Aircraft Y. By the time the flight plan issue was resolved and I noticed the conflict; Aircraft Y was already through Aircraft X's flight path with course divergence; however I did not ensure separation prior to that; and may have lost radar separation. Further compounding this scenario was the fact that on ground control I had taxiway/runway closures; painting; mowing; and approach light maintenance vehicles needing attention and movement.I allowed myself to get distracted by Ground/Flight Data duties during the conflict. In the future I will not ship an aircraft that may become a conflict until proper coordination has been done. Flight data duties can wait; if necessary.




Synopsis: SPI Tower Controller departed a slow aircraft and minutes later departed a faster aircraft. The controller forgot to advise the departure controller not to turn the slower aircraft until they were turning the faster aircraft. The controller then went to work on putting in a new flight plan on the faster departure because somehow it was removed. The controller does not know if there was a loss of separation.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 2-2.5 hours into the flight we lost FMGC 1. After contacting Maintenance Control and Dispatch we followed the Flight Manual procedure and reset the FMGC 1 Circuit Breaker (CB). The reset was unsuccessful. [We] continued on to destination reviewing weather and approach capabilities. Just prior to top of descent; [we] lost FMGC 2. [We] declared an emergency and evaluated airport options and remaining fuel. Notified dispatch and the Captain flew while I handled the situation. With the QRH guidance I choose to reset FMGC 2 CB since FMGC 1 reset was unsuccessful. [We] were able to regain NAV on my side only. Reloaded the MCDU and prepared for the approach. On arrival I became the flying pilot with radar vectors to the ILS and landed uneventfully.


Second narrative: Loss FMCG 1 about 2 hours from takeoff then lost FMCG 2 just prior to descent. Declared an emergency; went through QRH. Contacted Dispatch for good weather to destination. Then First Officer got FMCG 2 back by recycling CB; and we continued. Since we only got back the First Officer's side; he flew and I did all non flying duties. Got vectors for ILS; landed uneventfully.


Synopsis: A320 flight crew experiences FMGC 1 failure in cruise and is unable to reset. FMGC 2 fails at top of descent and is successfully reset. The First Officer becomes the flying pilot and a normal approach and landing ensues.
Date: 201506
Local time of day: 1201-1800
Location: LECM.ARTCC, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center LECM
Aircraft component: Autothrottle/Speed Control
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Distraction; Workload
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After level off and stable in cruise at FL330 and Mach .83. (Right side auto throttle placarded inop; left side auto throttle working properly). Right throttle being operated manually and aligned with left throttle; which was engaged and properly maintaining assigned speed. During a busy time; several frequency changes and preparing for our oceanic clearance; aircraft speed reduced to an unacceptable level; operating throttle failed to advance at all and had to be manually overridden; which was done; airspeed returned to acceptable level shortly after correction was made. Flight continued without further problems; throttle were operated manually for the duration of flight.


Second narrative: Cruising at FL330 abeam Madrid. Crew set Mach .83 with operating autothrottle armed and non-operating autothrottle off. Crew set both throttles to maintain .83 Mach. While coordinating Oceanic clearance and both pilots were monitoring different frequencies; the airspeed degraded without being noticed by either crew. An EICAS message alerted crew to low speed flight. Both throttles were advanced to maximum power and aircraft accelerated back to .83 Mach. No altitude deviation was necessary. The operating autothrottle did not advance to maintain airspeed. Crew distraction caused a loss of situational awareness and not catching the degradation of airspeed before the EICAS message warning.When autothrottle is inoperative; it must be briefed; especially during periods when both pilots are conducting separate duties; i.e. Oceanic Clearance; that ONE pilot always monitor the throttles. We both assumed that the operating throttle would advance as necessary to maintain airspeed; this did not happen and caused the airspeed to decay without being noticed. This is a situation that does not happen often when the crew flies with an inoperative autothrottle; and needs to be properly monitored by crew; and not rely on advancement to occur.


Synopsis: B777 Flight Crew reports being dispatched with the right autothrottle inoperative. At FL330 and maintaining Mach .83 the operating autothrottle fails to advance and the crew is alerted to a low speed condition by the EICAS. After recovery manual throttles are used for the remainder of the flight.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
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; Procedure
Primary problem: Ambiguous

Narrative: We flew with a deferred APU. When we got to ZZZ; we shut down the #2 engine and kept the #1 engine running until the ground crew could plug in ground power. With the beacon still on; and the #1 engine running; some of the ground handlers proceeded to approach the aircraft on the left side of the aircraft as well; putting them in an unsafe vicinity to the still operating engine. After the ground crew plugged in ground power; we shut the #1 engine down; and completed the shutdown checklist. My captain asked to speak with their supervisor to address the safety concerns of the ground handlers approaching the aircraft with the beacon on and the #1 engine running. They said that it was their procedure to chalk the aircraft and seemed indifferent to the fact that the engine was still running when they approached the aircraft. Stress the importance of respecting the aircraft beacon and not approaching the side of the aircraft that has an engine running to the ground crews. Include training about related irregular procedures; such as an APU deferral; so they can be better prepared for it and not put themselves in an unsafe position.


Second narrative: I talked with the supervisor on the ramp and discussed the safety concerns of personnel and equipment in the vicinity of a running engine. During this conversation the supervisor said this movement was necessary to chock the aircraft.Prior to departure the operational requirements of an imperative APU was discussed with dispatch and we requested that ZZZ ground handling be notified and ready. Dispatch confirmed that ZZZ ground handlers were being notified. Equipment and personnel not properly positioned and ready for an arriving aircraft with an inoperative APU. Lack of concern or knowledge of the hazards involved while working in the vicinity or a running jet engine.The movement of personnel and equipment could be reduced by having the wheel chocks and GPU staged in position and ready before the aircraft is parked as it is done every night on the ramp at [our departure airport]. Also the air stairs and equipment should be held well clear of the aircraft until the both engines are shut down and the red anti-collision is turned off.


Synopsis: B737 flight crew reported ground personnel approached the aircraft to install chocks and position stairs with the #1 engine running and the beacon on.
Date: 202012
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Environment - Non Weather Related

Narrative: Again; while going home on the elevator in ZZZ more than X people were on the elevator.  It is the same few people each time. They push the button to make the doors open and come on in the elevator. They do not care that there are already four people inside. They still have no concern about my safety or those in the elevator. COVID-19 is on the rise nationwide. They may not care if they die. I am not ready to catch this disease or die. It is to the point I am mocked. The one guy tells people 'Come on in; we can fit lots more.'




Synopsis: Ground employee reported concerns with the number of people getting on an elevator.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were on final approach to Runway XXL in ZZZ and were told to 'contact Tower now;' without being given a frequency. Normally; when we switch frequencies; we are given the frequency to switch to. We switched to the Tower and were cleared to land; and told we were number one for [Runway] XXL. As we were about to start down on the glideslope; we were told to cancel our approach and to climb and maintain 5;000 feet and track the localizer; by the final monitor; which was selected on radio two. The First Officer immediately acknowledged the clearance; and I turned off the autopilot; and began a climb to 5;000 feet and tracked the LOC outbound. The final monitor repeated his instructions and demanded we reply. The First Officer switched to the monitor frequency to ensure he heard us and told him we were complying. Afterward; there was discussion on why he didn't hear our response; and we found that we had the wrong Tower frequency programmed for the runway in use; so the final monitor couldn't hear us. We were confused; because we had checked in with the Tower and they cleared us to land; so we couldn't understand why the monitor couldn't hear us.When told to call the Tower; the controllers should also state the frequency; especially when doing PRM (Precision Runway Monitor) approaches. We should have done a better job of verifying the frequency in the high workload environment.




Synopsis: B737-700 flight crew reported on incorrect frequency on approach resulting in go-around.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 50
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew FLC Overrode Automation; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were in cruise flight at FL340. A sudden dramatic change of cabin pressurization occurred causing a major over pressurization of the cabin. Crew completed all procedures to regain control of cabin pressure to no avail. With the only option left to prevent further over pressurizing of the cabin; emergency dumping; I initiated emergency descent to 10;000 feet. Center was exceptionally helpful.Post maintenance trouble shooting was performed. A crack static line connecting the electromechanical outflow valve and mechanical outflow valve was found. This was cause of all of our pressure problems.


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


Synopsis: A Falcon 50 flight crew reported an aircraft over-pressurization condition. The aircrew depressurized the cabin and landed.
Date: 201501
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Due to weather; snow-covered taxiways; runway changes; and traffic distractions; we planned to delay configuring until just prior to taking the runway so as to not contaminate the control surfaces with ice. Our planned configuration was missed. We got a configuration warning and immediately executed an RTO at about 20 KIAS and exited the runway. We prevented this on a previous flight by placing a visible cue and reminder on the throttle quadrant. We should have used this technique this time.




Synopsis: B757 First Officer reports delaying flap extension during taxi for takeoff due to snow on the taxiways; then forgetting to extend them prior to initiating takeoff. A low speed rejection occurs after the takeoff warning sounds.
Date: 201707
Local time of day: 1201-1800
Aircraft: No Aircraft
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: After repeated attempts to notify dispatcher that he was violating FARs and duty regulations; he continued to schedule us (crew) for more than 10 hours of flight time and more than 14 hours of duty time. I told dispatch I was unable to accept the scheduled flight. Dispatch would not change the schedule forcing me to call in sick rather than violate FARs. This escalated to the Director of Operations (DO) changing the schedule to be within limits. I am not sure what the incentives are to provoke these situations; but it is not the company of the past.




Synopsis: Pilot reported dispatch scheduled crew in violation of FAR duty time regulations. Pilot used sick leave rather than violate FAR.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Utility / Infrastructure
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Caravan Undifferentiated
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While passing through 4500 feet to the final altitude of 6500 feet; due south of the ZZZ airport; the pilot put the aircraft on auto pilot and was climbing in the heading mode. ATC called us to point out Aircraft Y traffic at 5000 feet eastbound heading toward us. The pilot in command became distracted while viewing his cell phone and inadvertently allowed the aircraft to turn across the oncoming [aircraft's] flight path. ATC called us a second time and the PIC was asked if he had the traffic in sight. Our aircraft continued to climb through 5000 feet and across the flight path of the eastbound Aircraft Y. The TCAS alerted us to traffic approaching from the left side and to dive. No evasion action was taken by the pilot in command. The traffic alert system showed [Aircraft Y] passing above and behind us at 300 feet. The eastbound Aircraft Y called ATC to advise them seeing us and we continued our climb to 6500 feet.The recommended corrective action is to not to be distracted by the use of personal cell phones and keep a sterile cockpit below 10;000.




Synopsis: C208 pilot reported an NMAC on climb out while receiving radar services.
Date: 201909
Local time of day: 0601-1200
Location: SFO.Airport, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Fuel Crossfeed
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the later part at cruise altitude; I noticed a slight fuel imbalance.  I performed the fuel cross feed procedures which corrected the imbalance; reset the fuel pump switches; but apparently did not reset the fuel cross feed valve.The landing into SFO was uneventful and smooth; however; on taxi in we were notified our assigned gate was still occupied.  We taxied to a holding area; I shut down the #2 engine for fuel conservation; and waited approximately 15 minutes for the gate to open.  When it did; we taxied to the gate and shut down normally.  Since the aircraft wasn't scheduled to depart for over an hour; I shut the aircraft down and we left. I was unaware of the mistake until I received a call from the Chief Pilot notifying me of a 2;500 pound imbalance discovered by Maintenance.




Synopsis: B737 Captain reported using an incorrect fuel cross feed procedure to resolve a slight fuel imbalance; resulting in a larger fuel imbalance upon landing.