elihoole/asrs-aviation-reports huggingface dataset:
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Cruise flight and the fuel imbalance light came on for the right fuel tank. Right tank 4.86 left tank 5.83 at XA:10 [Local]. Crossed was closed per SOP. Approximately 10 mins later; fuel at destination ZZZ was 5.7 on the progress page; HOWGOZIT said planned destination was 7.9 fuel on board. No delays during ground ops or climbout.  We took some fuel readings. Fuel on landing went from 6.2 or 5.7 in ten minutes.  Thus; the Captain and I both suspected a fuel leak; called Dispatch; informed ATC and made a 90 left turn direct towards ZZZ1. The Captain turned off both fuel pumps on the right side to balance the fuel. We referenced the fuel leak checklist. On the way to ZZZ1; they became balanced and we turned on the right fuel pumps. The fuel leak had seemed to have stopped. We now suspected fuel gauge issues.On final approach to Runway XX at ZZZ1; the imbalance fuel light came on this time for the left tank. Readings were 4.2 on the left and 5.5 on the right. Crossed had been closed and all 4 main fuel pumps had been on for some time.I'm glad we diverted as there was definitely a fuel issue with Aircraft X.




Synopsis: B737 First Officer reported fuel issues and diverted to a close airport.
Date: 202007
Flight conditions: VMC
Light: Daylight
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Portable Extinguisher
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Yesterday we ordered 2 halon fire extinguisher bottles to replace our stock. Both bottles came with Form XXXX-X tags filled out for Next Due Date of weight inspection as 2029. Per the GMM XX-XX-XX Aircraft Emergency Equipment Inspection and Labeling Requirements XX(X) the Form XXXX-X is to be attached and completed as required. It does not give us any reference for what the time period is for the Next Due Date for weight. We have been using EC/RA # XXXX-XXXXX which states the due date for the next check is the date weighted/pressure checked plus 1 year. The bottles we received were 9 years. Are we using a different time period now for weighting?




Synopsis: Technician reported inconsistencies in paperwork and procedures required to place halon fire extinguishers in stock and ready for installation.
Date: 201811
Aircraft: Beechjet 400
Operating under: Part 135
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was asked to fly a Nextant BE400 aircraft to Bermuda TXKF. I refused the trip based on my feeling that the Nextant aircraft are unsafe to operate in Oceanic Airspace due to the continued failure of the Nextant communication radios and the lack of any solutions to the continued problems.




Synopsis: BE400 Captain reported refusing the aircraft because of 'continued failure of the Nextant communication radios'.
Date: 201505
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Fuel Line; Fittings; & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Down Line Station
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Human Factors

Narrative: During the walk around inspection of a routine line maintenance turnaround; a fuel leak was observed at the Number-3 Engine pylon. After trouble shooting & investigation it was determined that a replacement fuel line was required & the flight was cancelled. The unserviceable fuel line was removed by the afternoon shift who wrote a comprehensive turnover. The new line was ordered from the manufacturer with all supporting hardware & arrived the next day. During the installation of the new fuel line; the aircraft was moved from the remote stand to the departure gate & Maintenance was informed that the scheduled departure time had been moved up by [two hours]. The interruption & time pressure resulted in distractions; although the new fuel line was fully installed with it's couplings tightened & leak tested as per Aircraft Maintenance Manual (AMM) procedures; I failed to install the safety wire lock on the fuel line coupling. After the flight departed I was reviewing the AMM procedures & discovered that the fuel line required a safety wire lock. I immediately informed the downline station where the aircraft was stopped & the safety wire lock was installed. I have no excuses for not completing the safety wire task but feel the distraction of moving the aircraft; the rescheduling of the ready time & not being involved with the removal of the unserviceable line the day before; all contributed to my mistake. After the aircraft was moved I should have reviewed the AMM tasks from the beginning & should not have been distracted by external factors.




Synopsis: A Line Aircraft Maintenance Technician (AMT) realizes he had not installed a required safety wire lock on a fuel line coupling that was replaced in a Number-3 Engine pylon prior to departure of a B747-400 aircraft. Technician noted how distraction of moving the aircraft; rescheduling departure two hours sooner and not being involved with the removal of the unserviceable line the day before all contributed to his error.
Date: 201305
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Ambiguous

Narrative: On taxi; issued return to clearance frequency for new route. New route entered in FMS. Issued a 1 hour wheels up time and a place to hold. While waiting; Dispatch sent another route. 3rd route entered and cleared with clearance and ground. Ground issued taxi instructions and Tower. Flight departed. On departure ATC assigned fix not on 3rd flight plan...fix from 2nd route. ATC confusion and told to slow while looked for correct flight plan. Captain copied and re entered 2nd flight route from ATC; First Officer flying.  First Officer tried to check route in FMS but was distracted by flying duties and unable to verify FMS before ATC queried if on a heading. ATC issued vector back to route. Captain missed entering an airway between fixes and ac departed planned course. Multiple routes; should have verified first fix/route with Tower; should have used automation more to allow for better FMS change verification.




Synopsis: EMB-145 First Officer reports being cleared via three different routes by ATC while awaiting a wheels up time. Once cleared for takeoff the crew is cleared direct to a fix on the second route. After some discussion with ATC the second route re entered in the FMC; but an error is made causing a track deviation later in the flight.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZZZ1
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Training in progress and I was the CIC (Controller in Charge) at the time. Aircraft X checked in at FL180 descending to 140. The Controller gave Aircraft X 10 left and to descend and maintain 120. The Pilot read back the altitude incorrectly and it was not caught by the training team or by myself. The Pilot read back 100 and descended to that altitude in an 112 MVA. No MSAW alert went off. The Controller did not observe the Pilot until almost level at 100 and then asked if Aircraft X had the terrain and field in sight and cleared them for the visual approach. I was not aware of the event until informed by the Controllers.Don't get comfortable when the traffic is very light. As Controllers In Charge we are very hyper aware when it is busy but when the traffic is light like it was during this event we tend to let our guard down.




Synopsis: TRACON Controller In Charge reported a read back error which caused an aircraft to descend below the MVA.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise; at FL390 got a Fuel Flow EICAS message along with a Thrust Asymmetry Computer EICAS.  Checklist directed an engine shut down due to excessive fuel flow to right engine.  Coordinated with Dispatch and Maintenance Control and with First Officer concurrence; decided to divert ZZZ.  Started descent; performed engine shutdown and notified ATC. Performed a single engine approach to XXR in ZZZ without incident.  Fire and rescue inspected airplane when clear of the runway and found no issues.  Normal taxi in and shutdown.




Synopsis: B777 Captain reported excessive fuel flow in-flight requiring an engine shutdown.
Date: 201201
Local time of day: 1201-1800
Location: IPL.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E IPL
ATC / advisory: CTAF IPL
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While departing Runway 32 at IPL (uncontrolled airport); another aircraft departed in the opposing direction on Runway 14 without announcement on CTAF. The oncoming traffic was observed just after liftoff and passed an estimated 100 FT below and 100 FT to one side. Runway 32 was in use. A light single did an intersection departure on Runway 32 while I elected to taxi and use full-length. A Brasilia departed Runway 32 and announced a right downwind turn. I then took Runway 32 and announced a straight out departure. Just after takeoff; at approximately mid-field; an oncoming aircraft materialized out of the heat shimmer. I altered course to the left and the aircraft passed on my right and below; still over the runway centerline. Based on my GPS logs; I was no more than 200 AGL at the time; so the estimated miss distance was about 100 FT laterally and 100 vertically.After regaining my composure; I had the following brief exchange over CTAF: Me: 'Imperial traffic; aircraft departing Runway 14; are you on frequency?' Observer on ground: 'We saw that... I don't think he has a radio.' Me: 'That was a little scary.' Observer: 'Yeah; it happens every couple months here.' The opposing traffic was a yellow low-wing canopy top design - possibly an Air Tractor. [I was] reflecting on the incident afterwards: Runway 32 at IPL is 5;300 FT long. Given heat shimmer and ground clutter; it was probably not possible for either aircraft to see the other at the ends of the runway. Had I elected to make an intersection departure; it may have been possible to see the other aircraft on the runway; or; it could have been an even closer call if neither aircraft had gotten airborne yet. While the FARs state in a head-on situation that both aircraft should alter course to the right; my unconsidered reaction was to angle left. This would have been counterproductive had the other aircraft diverted to his right. Given the prevailing wind and the departing traffic; it should have been obvious to the other aircraft that Runway 32; not Runway 14; was in use; whether or not he was radio equipped. Going with the prevailing flow of traffic would seem even more important if the aircraft is not radio equipped.




Synopsis: A light aircraft pilot reported an NMAC with another light aircraft taking off opposite direction at the non-towered IPL airport.
Date: 202109
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; 9
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter VFR In IMC
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Weather

Narrative: I was returning to ZZZ. I had received the latest ATIS reporting VFR conditions and called the tower 10nm northeast of the field to establish connection. I was at 1;500 ft. when I made the call. As I was leaving the hills behind me and crossing the bay I was getting progressively worried about visibility due to haze. I could not see most of the landmarks (could barely see the edge of land ahead of me and the bridge to my right); but I was continuing to approach the airport. I slowly descended to pattern altitude (800 ft.) and about 2 miles from the airport (keeping about 80-85 kts.); starting to panic as I could not see the runway and most things around it. I had been given instructions for right traffic on Runway XX. I descended to about 450 ft. when the Controller asked me to make a right 360 and get back to pattern altitude. I had completely passed the runway - I told ATC I cannot see the runway. ATC gave me headings and eventually was able to clearly see the runway; joined the pattern and proceeded to land. I should have declared an emergency considering I did not think I was in VFR conditions and starting to get anxious and for sure I should have never descended bellow pattern altitude without having a visual of the runway and having properly entered the pattern.




Synopsis: Pilot reported becoming disoriented on approach due to fog and haze and descended below approach altitude. ATC provided assistance; requiring Pilot to make a 360 degree turn and climb to pattern altitude; subsequently landing safely.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Time Pressure
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Climbing through 10;000 feet red cabin alt warning illuminated. Told ATC we needed to stop climb. They told us to maintain 10;000 feet. We were level for a minute or two. Requested lower altitude and return to [our departure airport]. While in descent the cabin light went out. That is when I noticed that the cabin alt control lever was in the down(Manual) position. By the time we took the checklist out we were already committed to returning. I had already told company; ATC and passengers that we were returning. Accomplished a normal landing 1200 pounds under max landing weight.Aircraft was late arriving at the gate from the hangar. Arrived at departure time. Boarding was quick and hectic. New first officer. I even made the comment to take a look because this aircraft came from the hangar. Told him you find things in the wrong position. I think not rushing to get the aircraft moving would be key to avoid a recurrence of this event.


Second narrative: This aircraft came from the hangar and; therefore; switches and instruments were out of their normal position.


Synopsis: When their MD-83; which had been delivered from Maintenance right at departure time; failed to pressurize the flight crew returned to their departure airport.  On the return they noted that the cabin altitude control lever had been left in the manual position; possibly by Maintenance personnel.  In their haste to depart it had been overlooked.
Date: 201406
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Bombardier Learjet Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Tower told us that there was traffic on final for Runway 31L as we were turning base for Runway 31R. The student pilot flying acknowledged the Tower Controller. The instructor verified that the student had the traffic in sight. As the student turned base to final; the instructor asked again if the student had the traffic in sight and the student pilot confirmed that he had the traffic in sight. The instructor's visibility was obscured due to the traffic initially being on the left of the aircraft and the 30 degree bank. As the student rolled wings level; the instructor regained sight of the aircraft and noticed that the student had overshot final for 31R and was on final for 31L due to the wide turn. The high wing also obscured the view of final during the 30 degree bank. The Learjet was approximately 100 feet below us at that point and the instructor estimated that we missed them by 75 feet. The student was familiar with the airport and was instructed to never overshoot final on the parallel runways. The instructor trusted the student's judgment as the student was in the final preparations for solo flight.




Synopsis: C172 instructor reports a NMAC when his student overshoots the turn to final for the right runway; coming very close to a Lear on approach to the left runway. The student had been informed of the traffic by the Tower and had reported the traffic in sight.