elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had the same aircraft for three legs on the same day. On the first leg we experienced problems with the center tank fuel pumps not functioning properly and then fuel transferring into the center tank once they were turned off. We notified Maintenance of this and they said to check it again on the way to ZZZ. We experienced the same thing on that leg and wrote it up again. In ZZZ Maintenance said to check it again on the way to ZZZ1. On the way to ZZZ1 it occurred again but this time so seriously that we were unable to control where the fuel was going. It was quickly getting out of balance and we were not able to control that so we diverted into ZZZ2.


Second narrative: This was the 3rd leg of the day on this aircraft. We had written up the left center fuel pump light on the first leg because it was on. When in ZZZ1 we added more fuel to the center tank and was told to monitor. On the way to ZZZ the fuel pump light did not come on; however some of the fuel from the wing tanks entered the center tank. At ZZZ we filled up the center tank and was told to monitor it again. We had about 2;000 lbs in the center; 19.0 planned gate. Took off with 6 pumps on. On the climb out; the left center fuel pump light came on when there was still around .28 left in center tank. We turned the left pump off and kept the right center on. At that time no fuel was being used out of the center even with the pump on and was creating an imbalance so we turned the right center pump off. As we did that; the left wing tank quantity rapidly decreased and the center tank quantity started increasing. At one point the center tank had accumulated around .95 (where it had previously been around .25 when we turned the right center pump off). Because the fuel was rapidly moving out of the left and into the center we decided to divert to ZZZ2 as we were abeam and make a safe landing.


Synopsis: B737NG flight crew reported diverting to an alternate airport when they were unable to control fuel transfer from a wing tank into the center tank.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Troubleshooting
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: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had a off-airport landing because of engine failure. Presumably from fuel starvation. Fuel tanks for topped off 49 gallons total. Previous pilot flew less than 1/2 hour. My calculations for each leg from electronic flight planning software 17.5 gallons each leg. My calculations were than I would have 9 gallons left on landing. Or an hour reserve. Engine failed roughly two miles from the airport at roughly a 1;000 ft. AGL. I couldn't make the runway so I opted to land on a highway. No injuries and no damage to aircraft. There was an amount of fuel left in the right wing tank. Fuel selector was on both.




Synopsis: C-177 Single Pilot reported an uneventful off airport landing due to fuel starvation.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency; General Maintenance Action

Narrative: Cruising at FL390; we heard two loud bangs and felt the airplane yaw momentarily. We then got a Number 1 Engine low oil pressure warning. I then retarded the thrust lever on the Number 1 Engine. The oil pressure fluctuated between 28 and 32 PSI so the warning would go out momentarily but mostly stayed on. All other engine indications looked normal. The airspeed was starting to decay so I pulled up the driftdown page and told the Captain we needed to start down to FL270. He declared an emergency with ATC and they cleared us down. I then started a drift down descent. The Captain then ran the low oil pressure QRH that led to the Engine Shutdown Checklist. We then shut down the Number 1 Engine. It looked like ZZZ was the closest airport so we started a diversion there and I continued the descent. The Captain notified Dispatch; Maintenance Control; the flight attendants; and passengers of what was happening. He then ran the Single Engine Approach and Landing checklist and prepared for a flaps 15 landing. By that time we were on approach to [the airport]; he then took the aircraft and landed uneventfully and taxied to the gate.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: A B737 experienced a Number 1 Engine failure due to low oil pressure. The crew declared an emergency and diverted.
Date: 201707
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
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: I was enroute. TFRs plus northwesterly direction of fumes from the SBA area necessitated I take a route south of and circumnavigating Santa Barbara's lower Class C airspace (flying NORDO); and from there proceeded towards Santa Paula Airport as a checkpoint enroute. Once cleared of the lateral boundaries of SBA's Class C; I eventually climbed to 3;000 feet for terrain clearance enroute.As I approached HENER intersection already in cruise; light-moderate turbulence was encountered due to the ridge in the area; at which point I initially turned right about 30 degrees to cross a ridge at about a 45-degree angle; but saw the ridge was slightly V shaped or curved so I turned left to effect the 45-degree track over the ridge. By the time I had leveled out; I immediately saw what looked like a Piper Lancer off my 1 or 2 o'clock position just off the nose of the Cub; about less than half mile away and climbing and in a head on course; so I immediately took evasive action and turned to the right to prevent a midair collision. I did not see the other aircraft take any evasive maneuvers; and do not know if they were aware of a pending collision. We missed each other by less than 100 feet. I assume the other aircraft was on climb out and following V27-485. I do not know if the Piper was on an IFR route; being vectored by ATC; or navigating on their own.The Cub is not equipped with a transponder; and I do not know if the Cub shows up on the radar. I notice that for the flight in the Cub from Santa Barbara to the nearest non-towered airport; Santa Paula is a natural preferred choice for a checkpoint or alternate airport traveling southeast; and see that it crosses airway V27-485 at about HENER. I intend in the future to avoid the intersection; although that may not prevent a potential collision in the area. I believe it is important to provide this report to at least make one aware of this NMAC and a potential hazard.




Synopsis: Piper Cub pilot reported taking evasive action to avoid a mid-air collision with another light aircraft in the vicinity of HENER Intersection.
Date: 202001
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
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
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During the preflight after the First Officer finished the walk around he said the deicing was finished. I asked if the aircraft was clean and free of ice and he said yes. Approximately 40 minutes later when push back was imminent the flight deck filled with smoke. After shutting off packs; fans; opening windows; and running checklists the smoke dissipated.  There was no smoke in the cabin. We confirmed the source was from the deicing process. The aircraft was not configured for deicing. I spoke with the deicing team over the radio and they said they the deicing crew plugged in their headset in and spoke to us over the aircraft's interphone however no one had spoken to us. Later I found out that the deice team spoke with the First Officer during his walk around asking him if the airplane was configured for deicing which he said it was. The First Officer did not relay the information to me and assumed the deicing was complete. Also I found out that the deicing process was stopped due to a catering truck servicing the aircraft and then resumed after catering was finished. There was miscommunication and an assumption that the deicing was complete when it wasn't. No one notified me; the Captain; that the deicing team was deicing. We debriefed the situation with an emphasis on relaying all information and not assuming the deicing was complete.




Synopsis: B-737 Captain reported a fume event prior to gate pushback due to a communications breakdown between Captain; First Officer; and deicing crew.
Date: 201811
Local time of day: 0001-0600
Location: MMSD.Airport, FO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower MMSD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As an Airbus passed the threshold for landing on Runway 34; we were instructed to line-up and wait Runway 34. [We] responded to Tower 'line up and wait'. I looked to my left to clear and declared 'Final clear'. As I said this; I noticed the lights of an aircraft lining up for final. I then vocalized to [the First Officer] that actually traffic was on an 8 mile final. I then expanded the scale of my ND to see the traffic on final at 1;800 feet - so probably 6 miles was more accurate. We did hear a clearance for [that aircraft] to land; I believe it came just after [the Airbus] landed; but I am not 100% sure when it was made. As we turned to line-up for departure; I observed the Airbus clearing Runway 34 to the right. Expecting a quick take-off clearance; I began to run up the engines. Nothing came from Tower. I asked [the First Officer] to confirm we were only cleared to Line Up and Wait. He agreed that was our clearance. After a few more moments of silence from Tower; I asked [the First Officer] to advise the Tower that we were ready for departure; which he promptly did. Again; we had more silence from the Tower. After a few more moments; I made the call to the Tower that we were ready for takeoff. More silence from the Tower. 2-3 seconds after this I broadcast '[Callsign] aircraft is still on the runway!'. At the same time I did this; I expanded the scale of my ND to see that the [landing] aircraft appeared as an Amber target just behind us at 300 feet and climbing. A few moments after this; Tower came on the frequency and instructed [the landing aircraft] to go around (which they were already doing). My belief is that [the landing aircraft] initiated their own go-around moments before I broadcast our position; but [referencing] the TCAS readout on my ND; they may have gotten as low as 200 feet AGL.




Synopsis: B737NG Captain reported being left in position awaiting takeoff clearance as another aircraft lined up for landing on the same runway was descending before initiating a go-around.
Date: 201512
Local time of day: 1801-2400
Location: LAX.Airport, CA
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: Taxi
ATC / advisory: Tower LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Workload; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: Was instructed to exit Runway by the LAX Tower Controller while still at 80 kts and in the middle of transferring control of the aircraft to the Captain. I was not able to reply in time to the Tower's instructions. The Tower then gave us the instructions again to exit Runway 25L. I told the Tower Controller we were in the middle of transferring control of the aircraft and that we were exiting on H8. The Controller got angry with us and told us to hold short of Taxiway N. By the time we cleared at high speed Taxiway H8; our nose of the aircraft had already crossed into Taxiway N before we could stop. Tower asked us if we were stopping; and I responded with a yes. We had a very difficult time even finding a sign in our vicinity indicating Taxiway N. Suggest the airport place a sign right after H8 indicating Taxiway N for easier recognition. No separation issues ever existed or any blocking of Taxiway N occurred.




Synopsis: Airline crew exiting LAX Runway 25L at Taxiway H-8 were instructed to hold short of Taxiway N; stopped with nose of aircraft encroaching Taxiway N. Reporter recommended signage on Taxiway H-8 to indicate Taxiway N's close proximity.
Date: 201704
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Fuel Filter
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff we received an ECAM ENG 1 and ENG 2 fuel filter clog. We returned for an overweight landing back in the departure airport.


Second narrative: Dual engine fuel filter clogging ECAM at 700 FT after takeoff. An immediate landing performed overweight. Aircraft removed from service. Aircraft again flown by our crew a few days later. After reviewing the maintenance log there appears to be no clear explanation for the aforementioned ECAM.


Synopsis: A330 flight crew reported receiving an ECAM alert ENG 1/ENG 2 FUEL FILTER clog after takeoff at about 700 feet resulting in a return to the departure airport for an overweight landing.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB-505 / Phenom 300
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Central Warning/Master Caution
Component problem: Malfunctioning
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we were climbing to 17;000 feet after taking off out of ZZZ we received multiple Crew Alerting System (CAS) messages as well as red indications. We immediately [advised ATC] and were given a turn back to ZZZ. Based on the messages received; Plan A would be to use ZZZ versus Plan B; ZZZ1. During descent back toward ZZZ; a few miles from the airport; and around 3;000 feet; CAS messages started disappearing. As the PFD started looking normal; due to the disappearing CAS messages; we decided that plan A was going to be our first option. Although we had 3 green; indicating our landing gear was down and locked; due to an initial red CAS of LG LEVER DISAG; we requested to do a low approach to have tower confirm our gear appeared to be down. After assessing the situation and reviewing checklist items in the POH and in our company checklist; we made a safe landing at ZZZ.




Synopsis: Phenom 300 Captain reported multiple alert messages during climb out which resulted in a return to the departure airport.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other Flight School
Operating under: Part 91
Mission: Training
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a training flight with a student we experienced an intermittent alternator failure. Once I realized that this had occurred; I told my student that we were going to go back to [ZZZ] to land. I contacted the Tower telling them that we had experienced an alternator failure and that we requested to land. The Tower cleared us to land Runway XX and said that they would clear the area of traffic so that if we lost our radios we can still come straight in. I went through the standard procedure of identifying the problem with the alternator; shutting down equipment to save battery life; and running the checklist related to an alternator failure. We landed uneventfully and taxied back to the flight school to notify Maintenance.




Synopsis: C-172 Flight Instructor reports an alternator failure in flight.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: PA-38 Tomahawk
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: My flight lesson required a long distance Cross Country (250 NM from departure). I left with 24 gallons. I calculated a 3 hour flight with 4 hours of fuel. My calculations were off because I had to switch tanks after the engine stopped on the right tank 15 NM away from [destination airport]. After touchdown; during the taxi to the fuel pumps my engine stopped on the left tank. I didn't divert to a closer airport when the fuel gauges were low because the lesson required 250 NM without stopping from the point of departure. This was a dangerous learning lesson and I am thankful no one was hurt by this mistake; I'm safe; and the aircraft is not damaged. Diverting to a closer airport would have been the safest choice after seeing the gauges low. Also slower than estimated enroute checkpoint times should have contributed to a decision to stop and fuel.




Synopsis: The pilot of a PA-38 reported fuel exhaustion during taxi after a flight time longer than planned. The pilot was hesitant to land early with low fuel indication due to the need for a 250 NM flight leg.