elihoole/asrs-aviation-reports huggingface dataset:
Date: 201512
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Powerplant Fuel Control Unit
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approaching 5050N left engine lost thrust. Called Captain to flight deck and diverted.


Second narrative: At FL340; just coming off the track; left engine EPR value initially degraded to approximately 1.2 EPR vice right engine value of 1.45-1.55 EPR. Other left engine instruments also began to decay. I [advised] ATC; turned directly toward the nearest suitable airport; and began a descent. I attempted an APU start which initially failed. With throttles at idle in the descent; cockpit crew and I contacted dispatch; confirmed our divert field; briefed First FA; made passenger pa; and advised ATC. On second attempt at about flight level 220; APU started. Left engine instruments were now indicating below flight idle; with fuel flow 1.0-0.9 LBS/per hour. We accomplished appropriate checklists and landed using single engine procedures. AARF checked aircraft for damage and hot brakes on runway. Fire chief reported no aircraft problems and brake temperatures no hotter than moderate. We taxied to parking stand abeam terminal and shut down. Passengers deplaned via air-stairs. Aircraft sustained no damage and no reported injuries from passengers or crew. Engine fuel flow governor failed. Stuff happens...


Synopsis: B757 flight experienced an engine failure at FL340; exited the National Air Traffic Service; and diverted to the nearest suitable airport for a single engine landing.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine Oil Seals
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 Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On climbout through approximately FL190 I noticed erratic engine oil pressure on the left hand engine. We complied with QRH; conferred with Dispatch; and returned to departure airport. After being cleared to land on short final; we received an intermittent left-hand engine oil low pressure red warning and executed a 'normal' landing. Upon clearing the runway the oil pressure warning that was intermittent became steady and we shut down the left-hand engine on taxi in. The initial diagnosis from the Mechanic that inspected the aircraft was excessive oil loss due to a mechanic not installing O-rings on an air turbine starter change the day prior.




Synopsis: CRJ200 Captain detects erratic oil pressure during climbout and elects to return to the departure airport. The oil pressure warning is flashing during approach and comes on steady after landing and the engine is shut down. Maintenance discovers O-rings were omitted on an air turbine starter change the day prior.
Date: 202101
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Embraer Legacy 450/500
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Weather
Primary problem: Ambiguous

Narrative: While in level cruise at FL400 in smooth conditions; we evidently hit a wake or wind gust that caused the aircraft to rapidly accelerate to red line. The autopilot pitched up abruptly and before we could intervene we were off our altitude by about 300 feet.I often leave some room between red line and the target speed in turbulent conditions. In this incident; I was running close to red line since it had been smooth. We reported deviation to ATC but there was no issue.




Synopsis: Embraer 500 Captain reported speed and altitude excursions after encountering either wake turbulence or wind gust in cruise flight at FL400.
Date: 201502
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Physiological - Other
Anomaly: Ground Event / Encounter Person / Animal / Bird; Inflight Event / Encounter Weather / Turbulence
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Airport; Weather; Human Factors
Primary problem: Ambiguous

Narrative: I was wing walking the first officer's side of a flight [arriving at the gate] during very cold and icy conditions.  After the aircraft came to a complete stop the pilots shut the engines down immediately and left the APU running.  I waited for the marshaller to give me the clear to approach sign and [then] chocked the aircraft main gear on the first officer's side.  I put the chocks in very tight and even kicked in the rear chock because of the icy conditions.  After both sides were chocked the marshaller gave the chocks in sign to the flight deck and I turned to open the rear pit door while standing on the ground.  I opened the cargo door and as I went to push the door up higher the aircraft released brakes and the side of the door opening hit my arm because the aircraft started sliding back from the stop mark.  Luckily no one was in the way of the aircraft and the passenger loading bridge was not completely up or we could have had major injuries or aircraft damage.  The aircraft slid back approximately three feet before it stopped. It was a nerve racking experience and there was nothing I could do to prevent the situation from happening.




Synopsis: After wing walking the aircraft into the gate and chocking the right main gear; a ramp person was alarmed when the aircraft moved backward approximately three feet. Cold and icy conditions were likely contributing factors to the aircraft's unsolicited movement.
Date: 201603
Local time of day: 0601-1200
Location: X52.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class E X52
ATC / advisory: CTAF X52
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Glider
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Departed Runway 18 on training flight. [A flight school aircraft from a nearby airport] penetrated our departure leg and crossed over us missing by no more than 300 ft. We turned to avoid but the [aircraft] kept going straight to the Outlet Mall. On two separate training flights today we observed [flight school aircraft from a nearby airport] penetrating the traffic pattern for X52 at traffic pattern altitude. They act like neither New Hibiscus Airpark nor Indian River Aerodrome exist.




Synopsis: The pilot of a general aviation aircraft reported a near mid air collision with an aircraft descending into a nearby airport. Several other similar occurrences were reported to have been observed in the area.
Date: 201909
Local time of day: 1801-2400
Location: L30.TRACON, NV
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Night time approach to LAS on the ZZZZZ arrival for Runway 26L. Weather clear. Crossed ZZZZZ1 at 12;000 feet and 250 kts. Next ATC cleared us direct to ZZZZZ2; descend to 10;000 feet; slow to 210 kts. Changed controllers and cleared direct ZZZZZ3; descend to 6500 feet. Controller next asked if we had the airport (we did) and cleared us for visual approach; maintain 170 kts. We crossed ZZZZZ4 at 6;000 feet; gear and flaps 2 with full speed brake and we saw we were too high. Next ATC told us switch to Tower. We replied unable; we were too high need turns to get down. We stopped descent and continued toward runway but could not get a response from Controller (who was very busy with other aircraft at the time). We tried repeatedly to contact Approach until they finally had us climb up to 7;000 feet and turn to left downwind. Subsequent approach and landing normal.ATC giving us shortcuts on arrival and slowing us to the point we could not get down.Staying on arrival (especially night time approach in mountainous terrain).




Synopsis: A321 pilot reported being too high on approach by ATC resulting in unstabilized and missed approach.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B757-200
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 Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The aircraft DG [dangerous goods] manifest was signed and one copy was given to the DG Agent and one copy was retained by the crew. The ULD [Unit Load Device] DG manifest; however; was not left on the aircraft and the flight operated without the ULD DG manifest in the proper location. The ULD DG manifest was faxed to the downline station and put on the aircraft. No further event. Cause: multiple flight cancellation and delays at the originating station caused an increase in workload and this human error occurred.




Synopsis: B757 Captain reported Hazmat DG Manifest was incorrectly separated from Hazmat shipment.
Date: 201601
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: Marginal
Light: Dawn
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft; Company Policy; Weather; Human Factors
Primary problem: Ambiguous

Narrative: L BLEED Inop MEL prior. It was a XA:15 am van ride from the hotel. A 30 minute ride to the airport had us with 5 minutes to spare prior to scheduled show time. All until the point of incident was normal except for the MEL mentioned above. Anti-ice (wing/cowl) was used during about 15-20 minutes into the flight. For about 3 minutes. This is when we 1st noticed the issue of the airplane not keeping cabin pressure climbing through 26;0000 ft. My First Officer was first to notice the cabin pressure was inadequate. It got up to 8;600 feet when once I understood that we had a problem we received a 'R BLEED' EICAS WARNING. Followed by R BLEED CAUTION & CAB PRESS CAUTION. WE LEVELED OFF AT 26;000ft-30;000ft. Requested decent to 10;000 ft & Complied with QRH. I realized that the First officer was much better at running the checklists and I was better at flying the airplane and notifying the Flight Attendants and passengers so now became the flying pilot and he became the monitoring pilot. Told center of our issues. Coordinated with dispatch. I made the final decision to divert because I felt like we had new crew; with less experience than average crews in a similar situation. We had endured the early start and diversion. There was no need to expose ourselves to disadvantageous probabilities. So with the lack of significant help from dispatch and ATC; we slowed the airplane down and completed our necessary tasks and checklists. Landed without further event.




Synopsis: CRJ-900 Captain reports being dispatched with a L BLEED inop MEL and discovers during climb that cabin pressure cannot be maintained with wing and engine anti ice on. The Captain elects to divert to the nearest suitable airport.
Date: 201506
Local time of day: 1201-1800
Location: MCO.Airport, FL
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: Parked
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: This report is submitted to draw attention to questionable MEL guidance. Aircraft was operating under MEL because the 'F/O's ADI runway flag was always in view' according to the original discrepancy as entered in the logbook. We observed that the flag was indeed in view when the F/O had a LOC frequency tuned. And; the airplane was restricted to RVR 4000 or 3/4 mile minimums; per the MEL. My question is whether it would be safe to fly an IMC approach at all? With the runway flag in view; we do not know if the LOC signal is valid. How can the F/O provide reliable LOC deviation callouts on the Captain's leg if he may not be seeing accurate LOC guidance? Perhaps it would be safer if the F/O flew ILS or LOC approaches and the Captain; as PM; could provide sufficient safety monitoring. That way the F/O could fly the LOC as shown on his instruments despite the flag in view; and the Captain would have safe indications from which to provide monitoring? I think this MEL should be changed to limit the aircraft to a visual approach with the LOC flag in view.




Synopsis: B737 Captain questioned the safety of an MEL he was dispatched with that left them with the First Officer's ADI runway flag in view at all times.
Date: 202110
Local time of day: 1201-1800
Location: D01.TRACON, CO
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Mission: Ambulance
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: TRACON D01
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was a MEDEVAC aircraft arriving APA.  ZDV initiated a 'Medical Emergency' for this aircraft to try to force this aircraft direct to APA. Sector 27 at ZDV coordinated a 'medical emergency' with DR4 without passing any pertinent information either to DR4 or via the phone to the supervisor.  Aircraft X checked in with DR4; and the controller asked for more information regarding the emergency; and were informed by the pilot of Aircraft X that they weren't a medical emergency; however there was another actual Medical emergency on the previous frequency (Aircraft Y arriving DEN).ZDV regularly misapplies the intent of priority handling of MEDEVAC aircraft to allow the aircraft to proceed direct destination; and out of the traffic management initiatives involved at the destination airport. We aren't sure whether the Sector 27 controller confused the two medical aircraft; or they were willfully disregarding LOA procedures and TMI's. We have discussed MEDEVAC handling at length with ZDV and stated that their interpretation of what priority handling means is different in a terminal environment that it may be in a center environment.   Often times; the best place for ALL aircraft; including MEDEVAC is on the appropriate STARS or LOA arrival routings.  This allows D01 to more effectively and expeditiously handle all traffic in the terminal environment.  This allows for a safer product for all traffic; and often provides MEDEVAC aircraft more expeditious service than direct destination.




Synopsis: Denver TRACON Controller reported a problem associated with Denver Center and how the two facilities work MEDEVAC aircraft.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed ZZZ for the flight. We encountered during the climb segment at around 17;000 feet a Left Generator Fail CAS message. We didn't have much time to pull out the QRH that we received a Left Oil Pressure [alert] with Triple Chime. I looked down to the oil pressure and saw it going into the yellow and immediately told the First Officer that I was going to shut down Engine 1. I told The First Officer to tell Center we had an engine failure and wanted to return to ZZZ. I made a call over the Public Address to tell the passengers that we had lost an engine and we were returning to ZZZ. Slightly out of order I called the Flight Attendant over the emergency button and let her know what we were planning on doing. Going back to ZZZ; not expecting any evacuation or brace and should be a normal landing. She asked about evacuation doors; I told her worse case we would evacuate out the main cabin door. The Flight Attendant prepared the cabin for an emergency return to ZZZ. I performed a 180 degree turn toward ZZZ as the First Officer communicated information requested by ATC and began to run the QRH. What followed was a normal single engine landing on Runway XX at ZZZ with the fire trucks waiting at the end of the runway.The crew worked well together. The Flight Attendant kept the passengers calm and secured the cabin. My First Officer did great. Communicated well to ATC and ran the QRH while I aviated and navigated back to ZZZ. Couldn't have asked for a better outcome. Great crew resource management; certainly not perfect; but we all had a role to play in the successful outcome of this flight.




Synopsis: Air taxi Captain reported an engine shutdown due to oil leak/starvation.
Date: 202005
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ZZZ - ZZZ1; Aircraft X coming at us from ZZZ1. Aircraft X held at 12;000 ft.; good weather; winds favored Runway X. Decided to circle Runway X. GPWS got excited about terrain and announcing PULL UP. We were clear of terrain.




Synopsis: Captain reported erroneous GPWS alerts on approach.