elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 1801-2400
Location: RJTT.Airport, FO
Flight conditions: VMC
Weather elements / visibility: Rain; 10
Light: Night
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: TRACON RJTT
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: On the PLUTO2 Departure from Runway 34R out of RJTT; above 700 FT MSL I started a right turn direct to TORAM intersection. Shortly thereafter; we got a terrain aural alert. We were at TOGA power; autopilot was off; and climbing on the flight director. We were in VMC; at night; with light rain in the area. I was the pilot and it looked to me that we were just about over the water of Tokyo Bay to our right side; so I continued the climbing right turn direct to TORAM intersection. The terrain alert stopped after a few seconds. There were no warning lights associated with the aural alert; and no known terrain in the area.




Synopsis: A330 First Officer reported receiving a possible GPWS terrain warning while climbing out over the water after departing RJTT.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Day VMC conditions prevailed I was acting as pilot flying. While climbing through 25;000 ft. the Caution CAS message 'L-ENGINE OIL PRESSURE HIGH' was displayed intermittently at first and then latched. PF (Pilot Flying) and PM (Pilot Monitoring) noted elevated engine oil pressure readings and slightly elevated oil temperature. I requested to level at 29;000 ft. and fly present heading. I called for the QRH actions for the associated CAS message which were to simply reduce power on affected engine. End of procedure. As power was reduced intermittent 'L-ENGINE OIL PRESSURE HIGH' messages remained displayed. No messages were displayed; or abnormal indications were displayed at idle thrust setting.We elected to discontinue the flight and divert to ZZZ. I [advised ATC] as it was unclear in that moment if a precautionary shut down would be required. We elected to leave the engine running at idle as an extra source of power; bleed air; and hydraulics. We landed at ZZZ in degraded condition; left engine at idle; without incident. Oil was found on the bottom of the cowling during the post flight.Passenger accommodations were made; and we recovered the trip with another aircraft.


Second narrative: Climbing through the mid-20s we began receiving multiple intermittent Left Engine Oil Pressure High CAS messages. The oil pressure indication confirmed the CAS. We leveled at 29;000 ft. and executed the single step QRH procedure; retard affected thrust lever. This reduced the oil pressure; but the CAS message and amber pressure indication returned. We reduced the power on the left engine to idle; [requested priority handling]; and announced intentions to divert to ZZZ. ATC descended us and re cleared us to ZZZ. We kept the left engine operating at idle for the remainder of the flight; and we landed uneventfully from a visual approach.


Synopsis: CL300 flight crew reported diverting following a high engine oil pressure CAS warning and elevated oil temperature.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: A321
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: Turbine Engine Thrust Reverser
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; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: 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 Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: ECAM eng 1 rev pressurized. Complied with ECAM. Requested lower altitude and priority handling. Determined based on our position and drift down QRH chart that we would be above terrain. We also verified this by leveling at FL190 and selection 280 kts. We then referenced the QRH; briefed the flight attendants; and proceeded directly to ZZZ. We requested XXL and emergency equipment. Captain performed the landing. Upon exiting the runway at XY the crew noticed brake temps in excess of 500c. We then requested to continue north as ATC instruction were south on Z. This was to avoid more braking and downhill taxi. We then came to a slow rolling stop with minimal breaking on taxiway AX short of XXR. At that point left side brakes were around 800c and right side 700c. Crew used right brake only in an attempt to get the left cooling as soon as possible. Briefed the FA and passengers that it would be a little while before we could continue and started coordinating with operations and maintenance.


Second narrative: [Narrative added no additional information.]


Synopsis: A321 flight crew reported an ECAM indication of a thrust reverser being pressurized.
Date: 202003
Local time of day: 1201-1800
Location: S46.TRACON, WA
Weather elements / visibility: 10
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: B787 Dreamliner Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Upon visual approach to PAE noticed a B787 climbing through our altitude approximately three miles in front of us and to our right with lateral separation at approximately 3;000 ft. The B787 was moving opposite to our direction (we were southbound and it was northbound). There was no collision risk. Approximately 90-120 seconds after the B787 passed our right wing; we felt a small bump; followed by a rapid and abrupt uncommanded roll to the left - about 40-45 degrees. The upset was easily recovered. The other pilot in the aircraft (a CFI) and I immediately identified the cause to be wake turbulence from the B787. We were surprised that the wake drifted as far as it did from the track of the aircraft; especially since winds aloft seemed to be moving south to north.




Synopsis: Cessna 172 pilot reported encountering wake turbulence from an opposite direction B787 in SEA airspace.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Aircraft Cooling System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Check Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight departed ZZZ to ZZZ1 and returned to ZZZ after a failure of environmental controls left crew unable to control temperature inside aircraft. During climb thru approximately FL160 air condition system commanded full hot in all zones and cabin and flight deck temperatures rapidly rose. Crew was unable to regain control and as temperature reached very high levels; elected to return to ZZZ without further incident.




Synopsis: A319 Check Airman reported air return after environmental system control failure.
Date: 202003
Location: ZZZ.Airport, US
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Environment - Non Weather Related; Aircraft; Company Policy
Primary problem: Company Policy

Narrative: My crew and I were on Flight ABC. The first thing we did was check the galleys for any form of hand sanitizer or wipes and gloves. A few boxes of gloves had to be brought to us before we could start security checks. There was nothing we could find to wipe down our own personal seat or even the galley and restroom areas; but thankfully some of us had our own antibacterial wipes. The cleaning crew did their job in clearing out all the trash and trying to make the plane look presentable; but anything beyond that didn't happen and it made the whole crew feel uncomfortable to even work or bring passengers on board knowing that the plane was filthy from a few flights before.  There was a lack of supplies for all the lavs; we could only hope the ZZZ stop would be able to supply them with more paper towels and hand soap. Thankfully; when we got to ZZZ1; they brought some hand sanitizer (I doubt the individually wrapped moist towelettes are of any good use for sanitizing efforts in common areas we are responsible for; but that's what we received). I had to improvise with using the hand sanitizer and regular paper towels to wipe down the restrooms and galley. A few passengers noticed that their monitor didn't look like it was wiped and asked one of my colleagues if we cleaned the plane.My greatest concern is being able to do my job with safety as my top priority; which includes being a little more diligent with possible health concerns during this pandemic and the best I can do is being hindered. I understand back orders and low supplies; but it is disheartening when we have to operate under these conditions.




Synopsis: Flight Attendant reported that the aircraft did not have adequate cleaning/sanitizing supplies on board and the aircraft did not appear to have been properly cleaned.
Date: 201901
Local time of day: 1801-2400
Location: LGA.Airport, NY
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
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
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While on the LGA LOC Runway 31 Approach at the final approach fix; we got a Caution Obstacle Warning while we were descending from the final approach fix (FARBY). The warning came on once and I continued because I was configured to land and the speed bug was close to the flap overspeed. I initially did not hear the warning because I was task saturated and listening to two radios at the same time while managing speed; altitude; and attitude all while in light to moderate chop. The First Officer notified me after the fact that the warning happened once. Since it was after the fact I continued the approach stabilized. In retrospect I should have initiated a go-around immediately. The approach winds were very turbulent at the time; and visibility was VFR.


Second narrative: We were running late at night into LGA. ATIS reported gusty winds; and Tower was calling a windshear report around 400 feet. We were configured flaps 40 with gear down. The Pilot Flying was fighting to keep the aircraft on the visual glideslope; and I was watching the airspeed because of the high gust factor and flaps 40 configuration. The aircraft started to sink slightly and speed dropped off. The Pilot Flying began to correct for both speed and altitude when we got a Caution Obstacle. I had the obstacle in sight and we were already back on the visual glideslope. At the time; I experienced some negative transfer from a previous aircraft where the crew could elect to continue with a caution as long as the flight path was corrected and the obstacle in sight; day or night. After landing; I remembered the night restriction in the maneuvers section and we discussed the incident as a crew during the [next] leg.


Synopsis: B737-700 flight crew reported continuing the approach to landing after receiving a GPWS obstacle warning on a night visual approach to LGA Runway 31.
Date: 201510
Local time of day: 0601-1200
Location: ZTL.ARTCC, GA
Aircraft: Beechjet 400
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at our cruise altitude of FL380 (we filed for FL400); we were cleared to descend to FL340. Just as I began descending; I turned on the left; then right; engine anti-ice. About one second after turning the right engine anti-ice; the autopilot and yaw damp disconnected; and the pilot's Primary Flight Display (PFD) and Navigation Display (ND) went dark. I silenced the autopilot aural disconnect warning took control manually and continued descending. The Captain assessed the situation and reported the left avionics switch turned off and would not reset and remain on. The Air Data Computer (ADC) went out too and the FMS went into Dead Reckoning (DR) mode and remained there for the remained of the flight. About 5 minutes later; I turned the engine anti-ice off.Destination weather was 200 OVC and 1 mile; so the decision was made to divert to a VFR airport. About 8 minutes later; the Captain attempted to turn the left avionics switch on again; and was successful. It was decided to continue to the diversionary airport in case the problem reoccurred. The connection between engine anti-ice was not apparent. Avionics and autopilot capability was returned to normal except for the FMS which remained in DR. ATC provided vectors toward [alternate] airport. An ILS approach was made in green needles and landing was normal.




Synopsis: BE-400XP FO reported losing multiple systems after turning right engine anti-ice on.
Date: 202002
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: On SLC 124.35 we slowed to .72 to climb to 360 for the performance charts as it was reported smoother; when we reached FL360 we began getting mountain wave. It increased to moderate chop and we fell below green dot I had my FO (First Officer) advise ATC we needed to descend. They said not now; I came on and said 'we needed to descend immediately' they gave us a heading and still wouldn't descend I advised my FO if we need to descend; we will but we were well above the stick shaker. If needed I would have declared and emergency and initiated a descent.When an aircraft says they 'need to descend immediately' that should be taken by ATC as immediate.




Synopsis: EMB-175 Captain reported a communication breakdown with ATC regarding an immediate request for a lower altitude.
Date: 202010
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 Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On vectors to ZZZ ILS XXR we overshot our intercept to final; but made an immediate correction to track inbound on the localizer.  PF and PM were monitoring the multiple vectors; altitudes; speeds and configuration and when cleared for the approach PF did not push and confirm approach mode on Mode Control Panel. As we saw that we were not intercepting the localizer PF corrected the heading and used approach mode to capture the localizer.As we all work through COVID proficiency issues it's important to be vigilant at all phases of flight for errors and trap them as soon as possible.


Second narrative: On vectors to ILS XXR we overshot our intercept to final; but made an immediate correction to track inbound on localizer. FO was PF and Captain was PNF. Frankly; as PNF; I did a poor job monitoring. Contributing factors were a fixation on getting down as we were a bit high on the vertical profile (that part worked out fine); distraction of broken communication with Approach Control; fatigue due to short overnight; and also pilot proficiency/recency as both of us our new to our respective seats and have not flown much of the past several months.As PM; I should not have become so pre-occupied with the descent path as in reality we were still quite a ways out and correcting in a satisfactory manner. It would have been better to manage by big picture scan better. Had [I] been doing my job better as pilot monitor instead of micro-managing the descent path; I may have trapped this error.


Synopsis: Air carrier flight crew reported a track heading deviation and cited lack of flying as a contributing factor.
Date: 202110
Local time of day: 1801-2400
Location: IAG.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground IAG
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: I am a First Officer and was Pilot Monitoring so I was handling radios. We were issued a taxi clearance at IAG to take Taxiway D to Runway 28. When we approached the intersection at D1 we were confused as to if we should stop or proceed to D for the beginning of the runway. I'm unsure of the taxiway markings but during my duties and before I knew it we were in the threshold area for Runway 28.The Captain spoke with ATC and they said it happens all the time and the signage isn't very clear. The confusing taxiway and being on the back half of our trip and fatigue most likely contributed to the Captain's mistake taxiing. I think clearer taxi instructions or new signage is needed at IAG to prevent further mistakes and avoid any potential accidents from accidentally taxiing onto the threshold.


Second narrative: The weather was better than 10 miles and 4;000 scattered. Were cleared to taxi to Runway 28 via Delta and Delta 1. As we proceeded on taxi way D; we missed Delta 1 and continued to taxi on Delta and crossed the 28 ILS runway critical line. At this point we were notified by ATC that we crossed the approach end of 28R and when ready; we have a number for you to call for possible pilot deviation.Possible causes:Fatigue; this was day six of flying and we have had some long days during the week. This day began at XA:15 am and this event occurred at XK:50.Preventative measures - Fatigue mitigation recognize it before it onsets.  Better markings; a sign. We are having a briefing on this situation on our next safety meeting.


Synopsis: Flight crew reported a runway and taxiway incursion while taxiing to the runway at IAG airport. The crew cited signage issues contributed to the event.