elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out the L/G LGCIU 1 ECAM displayed (a repeat write-up). We followed the ECAM and turned the Ground Proximity Warning System (GPWS) system off. Soon after that the NAV GPWS fault ECAM appeared. Circuit Breakers (CB) were cycled In Accordance With (IAW) the QRH. Appropriate [Maintenance deficiencies] were submitted. Screens were then cleared. Coming in to [destination]; visual approach backed up with the ILS; I called for gear just prior to glideslope intercept; approximately 1500' AGL. We continued normal configuration to full flaps. Gear indications were left and nose gear indicating down (green lights) and right main indicating not down (red light). We elected to raise the gear; waited until all gear indicated up and locked; and lowered the gear once again; getting the same unsafe indications as before. We executed a go-around approximately 700' MSL and received vectors for an extended downwind and base from ATC. [The] Captain got out the QRH for the Landing Gear Not Downlocked. Since we had already recycled the gear we elected not to do it again and went to the Landing Gear Gravity Extension checklist. Gear came down normally when lowered via the gear extension hand crank. Landing gear handle lowered IAW the checklist. Gear indications 3 green lights and 3 green triangles on the SD Wheel page. Subsequent approach and landing were uneventful. [The] Captain took control of the aircraft on the runway after landing and taxied clear [of the runway] via differential braking and rudder. Aircraft was shut down and towed to the gate. Weather was sky clear; winds 190/7 and unrestricted visibility.




Synopsis: A319 First Officer reported right main gear indicated not down and locked during approach; so the alternate gravity system was used to lower the gear.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Time Pressure; Training / Qualification
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Aircraft

Narrative: After takeoff the Captain and I noticed a strong (oily) dirty sock odor. We got a call from the aft galley Flight Attendant station at around 1;500 FT indicating them smelling the (oily) dirty sock smell also. The smell was not decreasing so we donned our O2 masks and established Communications. We asked for a level off at 3;000 FT from ATC and notified them of an odor in the aircraft. We declared an emergency. ATC was very accommodating and gave us a choice of runways. We turned OFF the packs and engine bleeds to eliminate the fumes. When the Captain called back to the flight attendants after making a PA the flight attendants said the smell had dissipated. We returned to Runway 36. Airfield Rescue and Fire Fighters followed us to the gate and confirmed the aircraft was not smoking and did not have detectable fumes. After we arrived at the gate and the mechanics were onboard they informed us an engine wash was performed when it was overnight. As of this report I am not sure if that was the cause of the smell or it is an actual oil seal in the compressor section. A test is scheduled to be performed later in the day to confirm the cause. In order to possibly prevent this in the future; knowledge of the engine wash would have been helpful in our decision making.


Second narrative: I suspect that the odors experienced throughout the aircraft to be residue from the chemicals used in this procedure entering the cabin via the bleed air system. I have no way of knowing if the engine wash procedure was completed properly; if it was; the procedure needs to be reviewed and changed to prevent any further occurrences like we experienced.


Synopsis: A B737-800 returned to land after takeoff because a strong dirty socks odor was detected in throughout the aircraft. Maintenance stated an engine wash was completed the previous night so the odor may be a chemical residue.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 36
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; 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 Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I departed ZZZ for ZZZ1. My flight plan showed that I should arrive at ZZZ1 with 1;453 pounds of fuel. From the start of my taxi to take off on [Runway] XR was twelve minutes. After a couple of vectors and a brief level off at 10;000 feet; we were cleared to climb to FL370 and given direct ZZZZZ intersection. However; the flight plan called for FL390 for our initial altitude. At ZZZZZ; I was three minutes behind the flight plan and 248 pounds behind on fuel. I was later cleared to climb to FL390 about 1:10 into the flight. I reached FL390. At this time my fuel was falling further behind. When I crossed ZZZZZ1; my fuel gauge showed that I was nearly 600 pounds behind the flight plan. Shortly after; I requested and received permission to climb to FL410. At my next waypoint; ZZZZZ2; the flight plan calculated 4;098 lbs. Thirty-six minutes from ZZZZZ2; the fuel gauge was showing 4;100 lbs. The Point of Safe Return was 2:12 into the flight. A little less than two hours into the flight my co-pilot and I decided to return to ZZZ. I requested a turn from HF Radio. I informed the radio operator that if I did not get an amended clearance as soon as possible that I would have to notify ATC. The operator was unable to receive the amended ATC clearance as quickly as I had hoped. Therefore; I notified ATC and instructed my co-pilot to make a left turn towards R464. Shortly after we completed the turn; we received a new clearance to proceed via to ZZZ2. I canceled the emergency once we were heading toward the ZZZZZ3 intersection. (We chose to return to ZZZ2 because it was nine minutes closer than ZZZ.) The accuracy of the fuel gauge came into question on our return leg to ZZZ2. The fuel numbers on the flight plan began to agree with the quantity on the gauge once we were below 4;000 lbs. The actual fuel flow numbers were close to flight plan fuel flow numbers. When we landed at ZZZ2; we indicated 1;500 lbs. Total flight time was 4:44.




Synopsis: During a ferry flight; the Captain elected to divert due to unreliable fuel quantity indications.
Date: 201412
Local time of day: 1201-1800
Location: ZZZ.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: MBB-BK 117 All Series
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Event occurred while inflight at 8000 FT on a Maintenance test Flight. Aircraft position was approximately 20nm NW of the airport. On board the aircraft were 3 maintenance personnel. The #2 Engine Chip annunciator light illuminated. I activated the Chip pulse system once and the warning light did not extinguish. I then shut down the #2 engine. I informed everyone that we were going to divert. I called Approach and proceeded to ZZZ. Enroute I notified my company. Additionally; an emergency brief and all checklists were completed. Tower cleared us to land. I informed them of my intentions to do a low approach over the runway and a go-around. After the go-around I informed them that I would like to land on the parallel taxiway. A single engine landing was completed to the parallel taxiway with no OEI limitations exceeded. The aircraft was shut down using normal procedures and checklists.




Synopsis: MBB117 Captain experiences a number 2 engine chips light at 8;000 FT and shuts the engine down. Flight diverts to a suitable airport.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from ZZZ; passing FL330 we noticed the Master Caution light flickering. We discovered it was the Low Pressure light for Hydraulic System A Engine Driven (ENG 1) pump. After leveling at FL370 the ENG 1 low pressure light then came on steady. We executed the checklist and turned the pump off. We then referenced the Hydraulic quantity and noticed the A system quantity was at 20% and B system was at about 88%. The quantity in system A then continued to decrease; reaching 0% within a few minutes. The System A ELEC 2 low pressure light was not illuminated at this point. We decided to divert to ZZZ1 and advised ATC. We reviewed the Loss of System A checklist and planned our diversion to ZZZ1. On downwind for Runway XX in ZZZ1 we lowered the gear early as planned. After the gear came down we got the low pressure light for the System A ELEC 2 pump. We completed the checklist for Loss of System A and continued our approach. After landing we discovered the Alternate Nosewheel steering was not working. We stopped the aircraft on the runway. We checked the hydraulic quantities and noticed the system B quantity was now at 47%. We were subsequently towed to the gate.


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


Synopsis: B737 flight crew reported loss of Hydraulic system fluid and hydraulic pumps that resulted in a diversion.
Date: 201912
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 650
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class B VNY
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: We were being vectored for an ILS Runway 16R at VNY. The turn was well over 90 with a 130 heading to intercept. ATC changed the heading to 190 to intercept from the other side. The aircraft started to descend even with ALT Hold on. I disengaged the auto pilot to recapture the altitude by hand. We got a sudden uncommanded go around. The PM (Pilot Monitoring) then re-entered the ILS and we tried to recapture the ILS. Again we had a go around. We were VMC and saw the terrain and VNY and I decided to just manually land the plane rather than go IFR. We never had a EGPWS warning and temporarily lost ATC com. We landed without further incident.




Synopsis: Pilot reported continuing the approach and landing after autopilot malfunctioned and a loss of communications with ATC.
Date: 201511
Local time of day: 0601-1200
Location: DEN.Airport, CO
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Cleared EEONS 5 off rwy 08 DEN except maintain 10;000 feet. Checking in with departure we were cleared to FL230. As this coincides with the top altitude of the EEONS 5 I then asked to clarify if we were cleared unrestricted to FL 230. Controller refused to clarify that altitude clearance. Next followed a lengthy back and forth radio discussion where the controller told us that Denver controllers were instructed to no longer clarify or verify clearances. They could only clear us to climb 'via or just climb to an altitude.' No verbiage about unrestricted or deleting crossing restrictions was allowed. This SID has at or below altitude restrictions published so it requires multiple intermediate level offs and associated traffic as well as license violation hazards. The controller also stated that the except maintain 10;000 altitude clearance from PDC or clearance delivery was a 'local' tower assigned restriction and no longer applied once we switched to departure frequency. Our Flight Manual specifically directs us to ask and clarify any unclear or questionable altitude assignments. Perhaps for local DEN based pilots these clearances become routine and expected and understood in short hand speak but I am concerned by ATC REFUSAL to clarify an altitude assignment even after multiple requests to do so. That controller continued to refuse and finally along with a frequency change offered to let us speak with a supervisor on the frequency. If the goal is to reduce frequency congestion this hardly seems a good way to go about this. More initial clarity on altitude assignments and crystal clear assignment verbiage opposed to subtle variations in clearances might save additional follow up radio chatter.




Synopsis: Flight crew reported being cleared via the EEONS5 SID from DEN Runway 8 to FL230. Controller refused to clarify if the climb was unrestricted or climb via.
Date: 202001
Local time of day: 1801-2400
Flight conditions: Marginal
Weather elements / visibility: Turbulence
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: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Confusion; Distraction; Fatigue
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight; In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Airport; Company Policy; Environment - Non Weather Related; Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: Second leg day two of a four day [trip]. First leg was a challenge due to weather issues. Second leg was a domestic flight. We transitioned from international terminal to domestic through walk and bus system. The First Officer tried to use Mobile Passport app for reentry into US and had some problems. We met at the aircraft. I was busy getting the aircraft ready and the First Officer proceeded to walk around. We were anti iced at the gate. We were never told to prepare the aircraft for de ice and was not configured for the procedure when told it was completed. There was some confusion on our part about dispatching into known severe turbulence and I called the Dispatcher to discuss. It was explained to me that WSI was controlling weather source and not ATIS. WSI had no severe turbulence information so we proceeded. After takeoff ATC informed us that a another air carrier reported severe turbulence at FL210. We leveled off a FL190. The flight attendants were briefed to stay in seats until contacted otherwise. I called the Purser to inform him they were to stay in seats for duration of flight. Passengers were informed to stay in seats and the seatbelt sign was kept on for duration of the flight. We were unable to land at our destination so we diverted and desired to write the aircraft up in logbook for a severe turbulence encounter. There was much miscommunication regarding unable to continue; fatigue; and Maintenance; [that was] needed prior to aircraft being released. This was all my fault. We were definitely rattled after turbulence encounter. The First Officer and I both had had enough or the day.




Synopsis: Air carrier Captain reported after improper anti deicing procedures on the ramp; security issues in the terminal; unanticipated severe turbulence encounters; and a diversion the crew declared too fatigued to continue.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Chancellor 414A / C414
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A C414 was westbound climbing to his assigned altitude of FL180 and an E145 was a departure that I was trying to get north of the C414 flight path so he could climb. A SF340A was northwest bound at 160 and in the way of my plan. I went to the west side of the SF340A assigned the heading he was on to the E145 and climbed him trying to climb between them. I realized that I didn't have enough room and tried to fix the situation when the SF340A started leaking oil from Number 2 Engine and had to land. He was talking on the frequency about his problem so that I couldn't take corrective action on the first two. When frequency was clear I declared an emergency turn and climbed the E145 for safety and then gave what the SF340A what he needed to get down. Don't climb until you are sure of positive separation.




Synopsis: An Enroute Controller described a conflict that occurred when he tried to climb an aircraft between two minimally spaced aircraft. One of the involved aircraft experienced an engine problem requiring an immediate turn leading to the event.
Date: 202001
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; 10
Light: Dusk
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Weather
Primary problem: Ambiguous

Narrative: Aircraft touched down and then departed the left side of the runway.  Aircraft rolled out parallel to runway on unplowed surface and then nose wheel caught in the snow and separated from strut.  Loss of directional control was due to ice or snow.




Synopsis: Citation pilot reported that ice on the runway resulted in a runway excursion.