elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
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 Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise FL260; a fuel imbalance developed that led us to divert to the nearest suitable airport after running the QRH. We [advised] Center of [the] diversion [to a suitable alternate]. We landed safely without further event.Rapidly increasing fuel imbalance leading to possible loss of aircraft control and stability.




Synopsis: CRJ-200 FO reported developing a fuel balance problem that resulted in a decision to divert.
Date: 201206
Local time of day: 0601-1200
Location: ZZZZ.Tower, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When we lowered the gear on a normal ILS approach to Runway 15 the left main landing gear cockpit indication light did not illuminate. We initiated a go around and followed company checklists for this malfunction. The procedures did not solve the indication. Tower confirmed that the gear [appeared to be] down following a visual check. We declared an emergency; completed a safe landing with CFR standing by and were then towed to the gate.


Second narrative: [Narative #2 contained no additional information.]


Synopsis: Following the failure of the left main gear safe light to illuminate upon gear extension; a B757-200 flight crew performed a go around; declared an emergency and landed safely despite their inability to resolve the anomaly using checklist procedures.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E 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; Distraction; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Staffing
Primary problem: Staffing

Narrative: Climbing to 160 on the ZZZZZ departure we were given a radio handoff to ZZZ TRACON and either we had put the wrong frequency in; or were given the incorrect one; but we tried to establish communication with the Controller who we could clearly hear speaking.  The Controller came back to our check in with; 'Everybody listen up...I'm working a bunch of frequencies; and have like 20 aircraft all trying to reach me. Just ident and I'll get back to all of you shortly.'  So we sent an ident; and waited. After a few minutes; we queried again. The calls went unanswered. We waited a few more minutes; still at 160 on the departure;  and tried again. This time we received the response; 'Aircraft at 160; ident and I'll call you in a few minutes.'  So we did.  After an eternity; we finally demanded a specific call sign response; to which the Controller told us we were on the wrong frequency and go back to previous one.  So we did; to which the Controller then gave us the correct one. The new Controller was advised by us of the frequency error.   Cause - Over worked Controller; lack of CPDLC to guarantee correct frequency; and Controller using non-standard phraseology when answering radio calls. Suggestion - Widespread use of CPDLC for handoffs; and controllers adhering to correct phraseology when addressing check-ins to a frequency.




Synopsis: Air carrier Captain reported checking in and hearing the Controller tell everybody to stand by.  They continued on assigned heading and altitude; finally being told they were on the wrong frequency. Controller reportedly was working multiple frequencies.
Date: 201703
Local time of day: 1201-1800
Location: BUR.Tower, CA
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: Taxi
ATC / advisory: Ramp BUR
Second aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: Aircraft X had landed and rolled out Rwy 8.  The airline terminal at BUR is very close to Rwy 8 and does not meet current RSA (Runway Safety Area) standards.  An aircraft the size of a B737 such as Aircraft X only has something like 6 inches of wingtip clearance from the runway edge lines when they are taxiing with their nosewheel established on the solid yellow line in the terminal taxi lane.  I instructed Aircraft X to turn right into the terminal and taxi to his gate; as is standard with airline arrivals at BUR. As the next arrival (Aircraft Y) was touching down on Rwy 8; I noticed that Aircraft X was taxiing with his nosewheel about 5 feet to the right of the terminal solid yellow line; meaning that his wings were likely encroaching on the edge of Rwy 8.  The angle from the tower makes it very difficult to visually determine if the wings are over the line; even when using binoculars.  Additionally; the terminal is behind where LC usually stands so it is an often-neglected part of some peoples' scan. Aircraft that are instructed to turn into the terminal are often quickly forgotten about.  I reached out for Aircraft X but he was not on my frequency.  GC reached out as well; but he was not on their frequency either.  Since the taxi lane is a non-movement area; the aircraft was likely talking to its ground ops crew.  By the time I noticed the problem with Aircraft X; Aircraft Y was already touching down and it was too late to send him around.  The two aircraft never came very close; as Aircraft Y stopped and exited the runway before reaching the terminal; but I do not know if an incursion occurred or not.BUR's old terminal placement is well outside of modern safety standards.  Other than building a new terminal that complies with current standards; the only thing we can do is to be very cognizant of the situation.




Synopsis: BUR Local Controller reported a possible runway incursion due to the close proximity of a taxiway and Runway 8.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: I was departing on an IFR flight in visual conditions to ZZZ with an instrument student. We just got to our cruising altitude 9;000 ft that Center had assigned us. About 10 miles north of the ZZZ VOR we started to experience moderate turbulence and a severe downdraft; at this point the student could no longer maintain altitude; so I took the controls and immediately went full power and pitched for our aircrafts best rate of climb speed to try to maintain the altitude that we were at; however the aircraft did not have the performance to do that and we were still descending. We were quickly losing altitude and we were quickly approaching our MEA for the route of flight on V85; at this point I tried to lean the mixture to get a little more performance from out engine; because we had not yet leaned it for cruising flight. I was able to look at the Vertical Speed Indicator; and it looked to be past its limits of 2;000 ft/min; so the downdraft must have been even worse than that. Center quickly got ahold of us and gave us a low altitude warning; and that we were below the minimum IFR altitude for that route of flight. They informed us that we were at 8;300 ft. We responded and told them we were unable to maintain altitude because of moderate turbulence and a bad downdraft. We also told them we were trying to climb and would let them know as soon as we were able to climb or even maintain an altitude. Within minutes of the start of the downdraft we finally were able to start a shallow climb; about 300 ft/min back to 9;000 ft. I gave the student back the controls and the rest of the flight went smooth. After we landed we inspected the aircraft and the engine and found nothing wrong. After we landed and were able to think about what happen we figured it must have been a severe mountain wave coming from the west our route of flight.




Synopsis: C172 flight instructor reported severe mountain wave resulting in uncontrolled descent below the MVA.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: ILS XXR with circling to Runway XY with tailwind of 10 knots. Briefed the approach for the ILS with the special ops note for the circling approach to Runway XY. Fly the ILS and turn left at 2 miles from Runway XXR threshold to parallel Rwy XY with flap 3 and initially 160 knots till we have the threshold XY at about 45 degrees of shoulder before turning in and going flaps full when somewhat aligned with the landing Runway. We discussed the wind issue. It didn't work out as planned. ATC late speed reduction and clearance; Captain's confusion of 'cleared for the approach' with the 2;500 foot altitude constraints and the resulting delay in descending and speed reduction despite gear down before the FAF kept us higher and faster then ideal. Autopilot was deselected once below the cloud layer while descending to 1;000 feet MSL. I did hand fly the turn to 110 degree before reversing to align myself with the landing Runway. Just before turning in we got the altitude alert. Crew communications could have been better while the Captain wanted full flaps before the turn to align myself with Runway XY. This could have been avoided by a more thorough briefing to the to refresh the procedure. Final Approach to XY was continued safely to an uneventful landing.ATC Issued Low Altitude Warning




Synopsis: Air Carrier First Officer reported the pilot crew did not accomplish a complete approach briefing.  ATC approach clearance and speed reduction were late and the Captain was confused regarding the 'cleared for the approach' from ATC. All these contributed to the Low Altitude Warning.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZ; both fuel pump low pressure lights illuminated on the Number 2 tank. The FWD low pressure light would go on and off. The AFT low pressure light illuminated constantly. We stopped the climb at FL330 to troubleshoot. While troubleshooting the issue; the Number 2 engine rolled back quite a bit; and then returned to normal operation.The Captain sent an ACARS message to Dispatch to advise them. We all agreed that the QRH said we could continue. The Captain decided to talk to Dispatch over AIRINC. While on the radio with Dispatch; the number 2 engine had another minor loss of power and surge. We were pretty much right over ZZZ1; and we all decided to divert to ZZZ1 in the interest of safety. We changed our destination with ATC to ZZZ1. We did not request priority handling and landed in ZZZ1 without further incident.


Second narrative: On climb out from ZZZ; passing 15;000 feet; the Number 2 Aft Fuel Pump low pressure light illuminated. We performed the appropriate QRH procedure; turning off the Number 2 Aft Fuel Pump and continued to climb. Passing FL300; the Number 2 FWD Fuel Pump low pressure light illuminated. We leveled at FL330 knowing at high altitude we could lose power. Per the QRH; we were still okay to continue the flight to ZZZ1. When testing the fuel pumps power draw per Maintenance Control; the number two engine momentarily lost power when the FWD Fuel Pump was selected off. I immediately turned it back on noting when the switch was turned off the AMPS dropped from 47 to 42 AMPS.While talking to Dispatch and Maintenance Control over ARINC; the FWD low pressure light went out then cycled on and off. While the low pressure light was cycling; the Number 2 engine began to surge between 82-89% N1. At that time we elected to divert to ZZZ2 to have the aircraft inspected and repaired. We did not [request priority handling] at that time. We were met by Contract Maintenance and I initiated a call to Dispatch and Maintenance Control. The Operations Center Chief joined the call and I answered several questions for him. We were given another aircraft and we continued to ZZZ1 without incident.


Synopsis: B737 flight crew reported low fuel pump pressure indication for the Number 2 engine and surges in power output that resulted in a diversion.
Date: 201903
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Master Airway Bill (MAWB) with nine total pieces@ 2;180lbs. Found total of four Lithium Ion Batteries in the shipment. Two computer batteries in two laptops and two cordless drill that was not attached to the drill. Two laptop Batteries with 97wh at 11.1v. Two drill batteries with 24Wh each at 18.0V. No Lithium Ion batteries labels on any of the packages and nothing noted on the master Airway bill.




Synopsis: Commercial Airline Cargo agent reported Hazmat items [Lithium Ion Batteries] not listed on Master Airways Bil [MAWB] and improperly configured for shipment.
Date: 201910
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Rudder
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were tasked with rigging the rudder servos we got in the lift to go up and we had two spotters watching us while we got in position once we were in position to do the job do to the lack of manpower the one spotter had returned to the airplane he was working on and the other spotter had to go to the cockpit of the aircraft to help us with pressurizing hydraulics so we could rig the rudder servos. We went to re-position the lift so we could finish the job the hydraulics were still pressurized so the elevator was not in the down position like it was when we got into position to do the job and we forgot our spotters left to do others jobs so when we went to reposition the lift the boom of the lift made contact with the right hand elevator of the aircraft. The event happened in the Line Maintenance hangar.




Synopsis: Technician reported that a maintenance lift struck the elevator of an aircraft and caused damage.
Date: 201310
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the pilot flying a transatlantic leg to JFK; I landed at JFK and the conditions were VFR with calm winds. I was cleared for a visual approach Runway 22L. Between 2;000 and 1;000 AGL I was one dot below the glide slope; gear down; flaps 15 and on auto pilot. I received a [low altitude] alert from the Tower so I disconnected the auto pilot and manually returned to intercept the glide slope; configured to flaps 30 degrees and landed on runway 22L.




Synopsis: A B767 First Officer on an approach received a low altitude alert from the Tower and noted he was a full dot below the GS and between one and two thousand feet AGL.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
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; Troubleshooting; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Take-off XA54Z Oil QTY was very full (28/28) before start.  Oil QTY was 14 Left 16 Right at level off; FL400.Oil QTY Lo with back lighting showing 6; quickly dropped to 2 @ XC09 then 0 @ XC25. Between XC09 and XC25 the left throttle was brought to Idle and a turn coordinated back to ZZZ with a descent to FL260 (S/E alt on VNAV page).  PIC SATCOM with MC/Dispatch. FO worked with ZZZZ Center. Direction was given by Maintenance to leave engine running until secondary indications. All steps of the low oil pressure procedure were completed except shutting down the left engine. Final RTB alt FL280 for military airspace. The engine remained at Idle until shutdown. No emergency declared at this time.Oil temp stayed steady ~100 and oil pressure fluctuated with the mean value decreasing. Wide abeam (21.3 miles) ZZZ1; the oil pressure was fluctuating around 74. [Requested priority handling] at that time. On base leg; outside ZZZZZ; for ILS XXR oil pressure went below min (70) triggering EICAS and the left engine was shutdown. ECL procedure was completed and Dispatch notified. Windmilling oil pressure was 9 on final. Alternate missed approach procedure was coordinated for single engine missed approach. Landing was uneventful. Landing was at XD36. Upon clearing runway; Tower asked if we were a PW; no response given.Post flight pilot inspection noted the oil cap was on. Oil was pooled under the engine and inside the bypass section appearing to originate from the front of the engine.




Synopsis: B777-200 Captain reported loss of left engine oil quantity in flight; requiring an inflight shut down of the affected engine and a return to the departure airport.