elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft was pushed back from gate and the communication between myself and the tug driver was normal until we were abeam the last gate; to include clearance to start both engines. At this point the push back became dangerous and hazardous. The aircraft seemed to stop at this point; although I detected some movement. I queried the driver on Flight Intercom if he wanted the brakes set. There was no response. I tried again still no response. The aircraft seemed to be moving still and there was noise as if the tug driver was off his equipment trying to release the pin. There were only 2 people during the push that I observed. At this time I had no comm and concerned that the tug was being disconnected with no signal to set brakes verbally or via hand signals. I flashed the landing light; per SOP; to get the tug operators attention with 3 separate attempts. All the while; the operator was frantically working on releasing the tug pin. On the 4th time I flashed the taxi light; and seeing that he couldn't release the pin due to the pressure on the bar from both engines running; he must have motioned to the wing walker to give me the set brake signal per SOP. At this point I set the brakes. This individual needs to be retrained at the very least on comm out procedures during push back. Also; I believe a 3 person push at night is safer. Lastly; returning an FAA licensed mechanic to oversee and handle the push has always been the safest alternative in my career with this company.




Synopsis: B767 Captain reports that after pushback and tow to the top of the alley with both engines running; the tug driver dismounts and attempts to disconnect the tow bar without telling the Captain to set the parking brake. Eventually the set brake signal is received from the wing walker and the towbar is successfully disconnected.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Number 2 engine failed with both throttles back while slowing to enter assigned holding [pattern]. Autopilot kicked off; engine fail; and windmilling N1 noted. [Advised ATC] and requested direct to [nearby airport]. I assumed control of the aircraft. We accomplished engine failure or shutdown checklist. Verified function of fire warning system; noted no vibration; and saw windmilling N1 indication. We accomplished the engine inflight start checklist and accomplished a cross bleed start. Initial light off noted; but engine appeared to flame out and zero fuel flow was noted.Completed checklist and proceeded to one engine inoperative landing checklist. Landed single engine; flaps 15 on runway. I notified the flight attendants of the situation inflight. Notified the passengers after clearing the runway; due to limited time inflight to accomplish checklists; and coordinate with ATC. We had the fire department visually check aircraft after clearing runway. Nothing else unusual was noted. We taxied to the gate. We wrote up the aircraft; notified Dispatch; Maintenance; and Chief Pilot on call. After shutdown we talked to the fire department member who looked the aircraft over and Airfield Operations came up to the flight deck to request our names as part of his checklist.




Synopsis: B737-700 Captain reported an engine failure while slowing to holding airspeed; relight attempt failed; so landed single engine.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cylinder
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After being cleared to takeoff Runway XXR we begin to execute a short field takeoff with the student flying the plane.  All indications were in the green during takeoff roll and rotation.  Upon reaching about 400 MSL CHT #3 showed a red indication with a max of 500 degrees and was accompanied by vibrations and a burning smell which dissuaded me from believing it was a faulty sensor.  I took controls at this point.  I had just switched frequencies to ZZZ departure and I immediately notified them that I would like to return to ZZZ for landing.  Once on frequency with Tower I told them i wished to land full stop but I did not declare an emergency.  By this time i made the decision to attempt to climb to ZZZ1 as I did not want an engine failure at 400 AGL.  I was able to climb to ZZZ1 and fly a mostly normal pattern and land on Runway XXR.  While on final I went power idle and the CHT went to a reading of about 100 degrees which was now significantly lower than the other CHT temperatures.  We taxied back and wrote up the plane to be assessed by Maintenance.




Synopsis: SR20 flight instructor reported an abnormally high cylinder head temperature and burning smell during initial climbout. An uneventful return to departure airport was executed.
Date: 201210
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Prior to takeoff Clearance Delivery provided a full route reroute. The First Officer loaded new route and I verified the new route was loaded correctly. After departure; flight was given direct LAS. The First Officer inserted direct LAS; which I verified; and engaged with 'abeam points'. The First Officer loaded en route winds into flight plan. During loading; the First Officer remembers seeing the route with J100 from LAS to SNY while loading BCE winds. Shortly after passing LAS; Center asked if we were on J100. We responded we were supposed to be and checked the FMGC route. The route now showed LAS direct to SNY with no 'abeam points'. We corrected it and got back on course. We do not know how the route got changed. Less than two minutes later; the same thing happened to another air carrier flight behind us. The most likely explanation would be that one of us mistakenly inputted a 'direct SNY'. However; the First Officer's technique would be to program such a change including 'abeam pts'. They were not there. The First Officer does not remember making that input and I did not verify any such input. This makes that mistaken input somewhat less likely. I did not make any inputs. We are at a loss to explain what actually happened. Since the same thing happened to the next flight; at the same point; on the same route; on the same day; at almost the same time; there is a small possibility that there is a database or other FMGC glitch. This is worthy of further investigation.




Synopsis: An A320 flight crew received a reroute clearance prior to takeoff and programmed the FMGC accordingly. Inexplicably; after takeoff when ATC inquired as to their deviation from that route they found the programmed 'airways' route between LAS and SNY had vanished and was now showing a 'direct' route. Strangely enough; another air carrier A320 flight crew flying the same route shortly behind them reported what appeared to be an identical anomaly.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: When taking off from ZZZ; Runway XXL; we were cleared to climb via the ZZZZZ2 departure. Per the departure; at 1;146 feet we are to turn direct to ZZZZZ1. The departure was properly loaded and we took off in NAV mode; as is required. However; when reaching the time to turn to ZZZZZ1; we realized that the aircraft was not making the turn at the proper time and was instead continuing on runway heading. We were not immediately aware of the cause; so we asked Departure for a heading; which they gave us; as well as a 'direct ZZZZZ3 when able to resume the departure.' Once on the heading; we realized that the FMS's auto sequence was inhibited; which is why it didn't continue on the RNAV departure. We switched the FMS back into auto; rejoined the departure; and continued the flight without any further issues.While not entirely aware of why the FMS was inhibited; we think that it might have been accidentally selected while wiping/cleaning the FMS.




Synopsis: Air Carrier Captain reported a track heading deviation while on departure.
Date: 201709
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Thunderstorm
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Weather

Narrative: While at 10000 FT; 250KTS we were switched over to Approach. We were told to expect ILS 9 and descend to 3000 FT. We had been expecting [a different runway]. I was heads down trying to quickly reload the arrival and approach and get numbers for runway 9. I felt the airplane pitch nose down and looked up to see us greater than 10 degrees nose down; airspeed increasing; and descending rapidly in a right turn. I reached up pulled the speed brakes to full; took the controls and executed the nose low unusual attitude recovery. The highest airspeed I recall was 290 KTS somewhere around 8000 FT. I leveled the wings turning north of the arrival. We requested a heading. We were in and out of the clouds at night. We were aware of a small thunderstorm to the south of the arrival. I think we flew into a small thunderstorm that we were not showing on radar; and did not see coming. As a result I think we were in a downdraft that overwhelmed the autopilot. Approach and or Center could have told us what runway to expect further out. This would have allowed me; as pilot monitoring; to be heads up at the time of the incident.


Second narrative: Descending on arrival path; flew into a cloud that was not painted on radar. Upon entering cloud encountered severe downdraft and plane entered a descending left turn. Captain assumed controls of aircraft and continued turn out of cloud while I asked and was given a heading by ATC. We were below 10;000 FT and aircraft did speed up past 250 KIAS. Speed brakes were needed to slow aircraft back down. Incident lasted less [than] 45 seconds before resuming the arrival.


Synopsis: ERJ-175 flight crew reported recovering from an unusual attitude at 8;000 FT that resulted from a severe downdraft associated with convective activity.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal brief with the complex single engine departure procedure completed. Takeoff was normal with no complications. Climbing out at about 10;000 feet; we started to smell something and noticed the oil pressure on the left engine was falling. Then the oil temperature started rising. Captain gave the FO (first Officer) the airplane; so he could get into the checklist. FO took the controls; Captain radioed for a level off altitude. The oil temperature turned red and the oil pressure was very low; as well; no oil pressure light. FO pulled the engine back towards idle to try to get the oil temperature to lower. Captain started in on the Oil Temperature Checklist. FO leveled off at 12;000 feet and slowed to 250 knots. Captain requested a turn back to [the departure airport] to land. ATC began giving us vectors and lower altitudes. The oil temperature began a nice decrease. With the oil temperature back in the normal range; the oil pressure began rising; as well. We returned for the ILS approach with delay vectors to complete the checklist; brief; and landing data. On the approach the oil pressure and oil temperature was parallel to the good engine. A normal approach; landing and taxi in with shut down checklist was completed. As a crew; we worked seamlessly well together! The Captain did a superb job.




Synopsis: B757-200 First Officer reported a drop in oil pressure and a rise in oil temperature in the left engine during climb and returning to departure field.
Date: 202012
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Initially coming in on the IAH LINKK1 Arrival expecting 27 but then just before descent; we were switched to NNCEE arrival expecting 8R (parking north side). Once with 2nd approach controller we were given change to RNAV 9. We asked if they could please work out 8R; a few minutes later cleared RNAV 9. Started setting it up; reprogrammed the box and reconfigured the aircraft. We then received 'maintain 200 until advised; level 6;000MSL at HOWLN'. Came out of box to open MCP speed window for 200 (FMC VNAV speed would be 210 per the arrival). Looked back down and saw us going through TEXXN where the ARC was supposed to commence.I immediately clicked off autopilot and started 30 degree turn to get back on ARC. Halfway through the turn (past HHOOG) received call from ATC stating he saw that we went past TEXXN and to turn left to 300 but we were already 45 off from runway (base). ATC asked if we had runway in sight; we confirmed and were then cleared visual Runway 9. Visual approach was executed and landing was normal. We programmed FMS to perform RNAV 9 from HOWLN but don't think it closed the loop automatically like it does on LINKK1 to 27 approach and that's why the aircraft continued past ARC point.




Synopsis: Captain reported  to complete FMS setup for the last of three approach clearances from ATC.
Date: 201303
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Aircraft: Fighting Falcon F16
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZME
Reporter organization: Government
Reporter function: Enroute
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Relieving Controller advised me that Shirley was hot Alpha; Bravo; and Charlie. We then finish the position briefing and operated as if nothing was wrong. Aircraft were getting routed around the MOA/ATCA and I assume all was normal until just prior to Shirley going cold there was a question about the status of Charlie. My FLM asked me if Charlie was hot. My answer was 'affirmative; it has been for about an hour.' At this point he disappeared to the TMU office to ask questions. A TMU supervisor and my FLM returned. They begin to tell me that Charlie area cannot be active without 1 hour prior notice for publishing a NOTAM. This is clearly a large safety violation on someone's part as there were 8 fighters dog fighting in this MOA today. I feel like it should be investigated and learned from. The flying public would certainly have been at risk had they been in this airspace at the same time as these high performance aircraft. Communicate! There was a lack of communication between the military and our airspace personnel. This activity was not even scheduled to my knowledge. Also the controllers working the aircraft that were requesting the airspace need to be made aware of these requirements and learn the procedures.




Synopsis: ZME Controller described a failed coordination event when military fighters were conducting maneuvers in a MOA that was considered 'cold'.
Date: 201502
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Light: Night
Aircraft: Airbus Industrie Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Aircraft X leveled off at FL210 about 18 miles west of MOL. I then waited for at least two radar updates and then issued a descent via the Spider1 landing south Richmond airport. After the clearance was read back the AirBus started a very slow descent; 209; 208; 207; and then shot backup to FL210. No other aircraft in the vicinity and other than an altitude deviation; no harm done. But; we have had many issues with [Another Airline] Airbus aircraft descending into the Charlotte; NC. Airport missing their altitudes that I thought that this Aircraft X Airbus should be tested. As if on cue; once the aircraft was flat and level; it started to descend. This issue seems with Airbus only.Have Airbus look into and fix the issue before a midair happens and a loss of life happens. The FAA should be a leader on this and not a reaction to this possible event.




Synopsis: ZDC Controller describes an aircraft given a descent clearance; the aircraft descending; and then climbs back to old assigned altitude. Controller thought this a company problem; but this aircraft was the same type; but a different company.
Date: 201307
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; 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 Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at 35;000 FT; we experienced a loss of cabin pressure. Oxygen masks were donned; I assumed control of the aircraft and communication with ATC; seatbelt sign turned on and a request for the flight attendants to be seated. The First Officer started the Emergency Descent QRH checklist. A request for an immediate descent and an emergency was declared. A continuous high speed descent using the speed brakes was made in FLCH with the AP on. Once reaching 10;000 FT; a call to the flight attendants confirmed that the passengers were okay and nothing else seemed unusual. An announcement was made addressing the passengers; informing them what occurred and that we would be diverting to [another airport.] They were also advised that a normal approach and landing and taxi to the gate would be made. A normal landing was made.




Synopsis: The pilots of a B757 experienced a loss of pressurization; declared an emergency and performed an emergency descent; followed by a diversion to a nearby airfield.