elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After being cleared to descend VIA the arrival into ZZZ from FL 330; the #1 engine suffered a flameout ; We heard a pop and the aircraft yawed ; I observed the ENGINE FAIL alert on the upper center display. About 15-20 seconds later the engine initiated a successful auto relight. The engine operated normally for the remainder of the flight. I requested priority handling with ATC (Air Traffic Control). I was concerned that the engine might eventually fail and elected to divert into ZZZ1. We decided to land with Flaps 15 for performance considerations should the engine fail on final approach. We also elected to hold for a couple of circuits to get setup for the approach into ZZZ1 and to get our before landing checklist completed. Passengers and flight attendants were briefed during the hold. We told ATC that we would be stopping on the runway so that ARFF (Aircraft Rescue and Fire Fighting) could inspect our #1 engine before we continued to taxi to our gate. During the runway inspection aircraft maintenance conducted a visual inspection of our #1 engine while at idle and recommended we shut it down due to abnormal surging or pulsation. Taxi to gate 12 was uneventful.


Second narrative: During cruise/right at top of descent; as the thrust levers retarded; the #1 engine flamed out. As the checklist was being consulted; the engine relighted and continued to operate as if normal. The captain advised ATC and changed our destination to ZZZ. We held over the CAMRN intersection to complete checklist items; coordinate the diversion; and brief the approach. We landed in ZZZ without further incident.There was an entry in the aircraft logbook that the aircraft may have had a 'foam ingestion event' approximately eight or nine days earlier.Since the cause is not yet determined; I can only speculate that the engine failure may have been related to the described FOD (Foreign Object Damage) ingestion.


Synopsis: B737 Flight Crew encountered an un-commanded inflight engine shutdown that resulted in a diversion.
Date: 201710
Local time of day: 1801-2400
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Company Policy; Manuals
Primary problem: Company Policy

Narrative: We were in a 777-200. It is rare for me to do a route that flies along [terrain]. I glanced at the route in operations on WSI. I liked that is looked best for weather so didn't question it. I noticed that we would be near [terrain] and would have to the depressurization route procedures when we got down there.As we approached the high terrain; we got out the books and started doing the FMC entries for the depressurization routes.We noticed that our filed route took us through an area on the FD Pro chart labeled 'No Fly Area'. It is brown shaded; not red dashed as described in [Operations Manual] and has no explanation as to what planes it applies to. There was weather in that area so we deviated around the and also remained outside of that 'No Fly' area.Why does the flight planning software allow flights to be filed through charted 'No Fly' areas? That seems like a set up for problems. I am bothered that I signed a release through a No Fly Zone; whether it was truly applicable or not.This highlights that this is a very cumbersome procedure. You need two or three iPads out next to each other to assimilate you need to do. The first difficulty is looking at the FD pro route and the depressurization route chart simultaneously to see where they coincide. Then you need to do the difficult swipe to see the route details; while also consulting the many page directions. In our case we were skirting many of the depressurization clouds so there was a lot of work and all this took most of our attention. One thing that would make all this easier would be to have our own ship position available enroute.[Suggest] simplify the burdensome depressurization routes procedures where multiple iPads must simultaneously be up to input all the pertinent information. This also requires almost complete attention of bob pilots with the iPad sharing and discussing the programming especially on a route like this where we skirted numerous areas.




Synopsis: B777-200 Captain reported the filed route took the flight through an area on the chart labeled a 'No Fly Area'.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-200
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: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FL380; shortly after level off; left PACK TEMP HI and PACK OFF lights on; accomplished QRH procedure. Shortly after; right PACK OFF light came on. Declared emergency and performed an emergency descent to 10;000 FT. Burned fuel to below max landing weight and returned to the departure airport for uneventful landing. Cabin did not exceed 10;000 FT. No injuries to passengers or crew during incident; descent and return.




Synopsis: At FL380 a B767-300's Left PACK TEMP HI and PACK OFF lights illuminated followed shortly by the Right PACK OFF light annunciating. An emergency was declared and the flight returned to the departure airport with the cabin always below 10;000 FT.
Date: 201402
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Dusk
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Confusion; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance; Flight Crew FLC Overrode Automation; General Maintenance Action
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On approach to the runway; we were cleared for a practice autoland. We were at 4;000 FT in IFR conditions which included moderate rime icing. We were given a heading to intercept the localizer. Flaps 5 were extended and we were at 170 KTS right before the localizer became alive; the Captain's airspeed indicator was decreasing in speed and was approaching Vref and the redline for stall. The Captain disengaged the autothrottle and autopilot and added full power but speed was still decreasing. The Captain then started a descent to gain speed. At this time; the First Officer called out to watch our speed because his airspeed indicator was approaching maximum red line. When the Captain looked over at the First Officer's airspeed indicator with full throttles in the descent; he gave the airplane to the First Officer who had reliable instrumentation. Meanwhile; the aircraft had flown through the localizer and descended to approximately 3;400 FT. We advised Approach Control that we had an instrument failure and required a new vector to the localizer. After the localizer and glideslope were captured; the Captain's airspeed indicator matched the First Officer's and the flight landed uneventfully.I can't say for sure what caused this event but a probable suspect is a frozen pitot tube on Captain's side.


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


Synopsis: A B737-400 Captain flying a practice autoland in IMC saw his airspeed decrease toward stall and added max thrust to recover while the First Officer alerted him to an overspeed condition. The Captain transferred flying to the First Officer when recognized his instrument error.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Takeoff / Launch
Aircraft component: Intake Assembly
Component problem: Failed; Improperly Operated
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Flight Crew Commercial; Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Manuals
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: A Piper Cherokee 6 PA-32-300 was on the takeoff roll when there was a sudden loss of power and the pilot had to abort the takeoff. The following is a detailed description of what was found when the top cowling was removed. Per the Piper PA-32 Cherokee Parts Catalog; Item 17 the Valve Box Assembly for the induction air. This valve controls the alternate air source. Next Item 29 Hose duct flexible and Item 30 is an Elbow Assembly. When I pulled the top cowling I spotted that the flexible duct collapsed like a cheap paper soda straw in a bend just downstream of the alternate air valve thus cutting air flow to the engine. The Elbow Assembly appears to have not been installed thus causing a tighter then normal bend in the flexible air duct. The installed flexible duct runs all the way from the alternate air valve to the fuel injector servo. Checking the aircraft logbooks; I believe we have some sort of improper repair with non-piper certified parts due to an incident several years ago. The previous owner ran off the runway and collapsed the nose gear. The reason this was not caught in annual inspections is that unless you are an expert in this particular aircraft model; the problem would be difficult to detect. The problem has gone unnoticed at annual inspections because the installation looked correct. The aircraft is grounded until it is properly repaired with the correct Piper parts.




Synopsis: A PA32-300 pilot rejected takeoff due to a loss of power. A Maintenance Technician later identified that the induction air flexible duct had collapsed at a bend in the duct.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Travelair 95
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise; Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other post flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On take-off; the landing gear made an unusual noise as it went up. Decided to investigate at home airport pattern. On a simulated approach landing gear lever was down with green indication and an additional down indication; while the mirror outside on the side of the left engine showed that the nose gear was not deployed. Communication was established with [maintenance personnel] for better service availability; at that time nose gear came down by itself. Tower was asked to physically look at landing gear and was reported to be down but 'cocked' and not fully deployed. A few attempts at deploying the gear were made until finally manual deployment. Committed to land; the engines were cut off; but still wind milling. Even though communication was established within Class C; and was active with both Approach and Tower frequencies; emergency was not announced and squawk code 7700 was not used. Squawk code 7700 and announcing emergency would have given this particular flight the much needed priority.




Synopsis: BE-95 pilot reported failing to advise ATC of emergency condition to better deal with a landing gear issue.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Flight phase: Landing
Aircraft component: Antiskid System
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: I am on the Encore Plus. I called Maintenance during my preflight and told him that when I set the parking brake the 'Anti-skid inop lo brake press' illuminated. This has not happened to me before. He asked me if the engines were running and the hydraulic pumps were on; which has nothing to do with the system. I asked him if he was familiar with the Encore Plus and he transferred me. [I was] told that if the accumulator charges it back up then the system is working; and it should not be a problem. He also said the aircraft had no previous write-ups for this. He transferred me to our [Assistant Chief Pilot]. Given this information he and I decided it was possibly random; and we were unable to duplicate it. Upon landing in ZZZ; at night in the rain; the 'lo brake press anti-skid inop' illuminated when the brakes were applied. Momentary loss of brakes occurred; and then the lights went out and brake pressure was then regained; and emergency braking was not used. When I called Maintenance the second time I wrote it up because of its gross safety implications. Looking on the maintenance board today at the hotel; the notes say that this is the third time it has been written up for this. Maintenance is now addressing the problem. My decision to continue was based on a collaborative effort between me; Maintenance; [Assistant Chief Pilot]; and SIC. It is imperative we get accurate info. I am 100% positive if I knew this was a previous problem I would not have departed.




Synopsis: Previously known Citation 560 anti-skid brake problem went undetected and reoccurred.
Date: 201209
Local time of day: 1801-2400
Location: MYF.Airport, CA
Aircraft: Helicopter
Flight plan: VFR
Flight phase: Climb
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: A320
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A helicopter was climbing eastbound. I was issuing traffic ahead when I noticed the Data Block of an A320 rapidly descending through the Class Echo in close proximity to the helicopter. I had almost no time to issue traffic before the A320 passed 200 FT over the top of the helicopter. I gave a wake turbulence warning and asked if he saw the A320. I called the RADAR Controller and asked if the A320 saw the helicopter. All he/she said was that the A320 was past him; which was non-responsive. I don't know who caused this NMAC; but it developed so fast there was barely any time to react and issue a warning. I advised our Supervisor of the situation. Earlier today; another airliner flew through the Class D without coordination. I don't know if it was the pilot or the Controller. There seems to be no way that the A320 could not have received a RA. Someone screwed up. There needs to be more coordination from SCT.




Synopsis: MYF Controller described a NMAC involving a helicopter climbing eastbound and an air carrier arrival into SAN. The reporter listed coordination failures with SCT as contributing to the event.
Date: 201402
Local time of day: 0001-0600
Location: HDN.Airport, CO
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E HDN
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: During visual approach to airport; received an EGPWS warning. Took corrective action until warning ceased. Conditions were night VMC with excellent visibility. Night time in mountainous terrain. Fly Instrument Approach Procedure to HDN airport at night.




Synopsis: Air Carrier flight crew experiences an EGPWS terrain warning during a night visual approach to HDN and takes evasive action.
Date: 201705
Local time of day: 1201-1800
Location: FRG.Airport, NY
Flight conditions: VMC
Aircraft: Medium Transport
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class D FRG
ATC / advisory: Tower FRG
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Aircraft Y was inbound to a reporting point 3 miles east of the field for the midfield right downwind from the southeast at 4;000 feet. Aircraft X was joining the midfield right downwind at 2;000 feet. Aircraft Y was issued a control instruction to maintain at or above 2;500 feet. Aircraft Y refused to answer repeated instructions to stop his descent. Another aircraft was broken off final so I could turn aircraft X to final to avoid an opposite direction midair when aircraft Y would not answer. Traffic and safety alerts were issued. Aircraft X turned in with less than a mile and 0 vertical feet from aircraft Y. Aircraft Y finally answered and reported over a reporting point 4 miles from his actual position oblivious to anything going on. I cleared aircraft Y to land and instructed him to call the tower. The supervisor who I reported this all; who witnessed it all unfold as the operational Supervisor did not file an MOR (Mandatory Occurrence Report) and when he talked to the pilot he told the pilot to be more careful next time.Pilots who disregard control instructions should be reported to flight standards and paperwork needs to be filed. A Supervisor should not just brush this under the rug.




Synopsis: FRG Local Controller reported an airborne conflict occurred when an aircraft that was on a converging course with other traffic in their pattern did not respond to their instructions.
Date: 201510
Local time of day: 1801-2400
Aircraft: EMB ERJ 170/175 ER/LR
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A newer dispatcher was unaware that deleting ACARS messages on his own computer also deletes them off of everyone else's. I was working a flight going into [an airport] and they sent a message about holding and low fuel. I was unaware of any issue as the other dispatcher was deleting messages and they were going straight into my trash folder. They were deleting any ACARS message that was not on their desk; as a result I was not getting the messages for my aircraft. This put me in a situation where I was completely in the dark about the status of a flight holding and having a low fuel issue.  The newer dispatcher has now been educated about their mistake.-Have IT work it out where only ACARS for a specific desk are shown-This coincided with the [recent] update and a newer dispatcher working in a new program we were given with little to no instruction on the changes-Have individual logins for the SITA terminal so there is no cross over when someone at a different desk manipulates the ACARS messages




Synopsis: Air carrier Dispatcher reported a new Dispatcher was unknowingly deleting ACARS messages intended for him.