elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1801-2400
Location: MRY.Airport, CA
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower MRY
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure; Airport; Chart Or Publication
Primary problem: Human Factors

Narrative: Aircraft X landed on Runway 28R. Aircraft X was given taxi instructions; 'turn left at Kilo; right Bravo; hold short of Runway 28L at golf.' Pilot gave a poor readback. Aircraft X then turned onto Kilo; stopped short of Taxiway Bravo and reported holding short of 28. I reiterated taxi instructions to turn right on Bravo and hold short of 28L at golf. The pilot turned on Bravo and gave another poor readback. Local Control asked Aircraft X to verify hold short of runway 28L at golf. Aircraft X then read back his hold short instructions. Aircraft Y was cleared for takeoff on Runway 28L. Before Aircraft Y started his takeoff roll; Aircraft X crossed the hold short bars on golf. Local Control told Aircraft X to hold position before Aircraft X got onto the runway. Local Control then cancelled Aircraft Y takeoff clearance. Then; Local Control crossed Aircraft X and Ground Control gave Aircraft X a brasher warning. Aircraft X taxied to parking and Aircraft Y departed shortly after without further incident. Pilots landing on Runway 28R frequently seemed to be confused about hold short bars and which runway or taxiway they are on. When aircraft exit Runway 28R at Kilo and are told to hold short of Runway 28L at Kilo; they will often stop at the hold short bars for Runway 28R instead of 28L. This can quickly block Runway 28R and make it unusable. Also; if aircraft are told to taxi on Bravo and hold short of Runway 28L at another taxiway; they often seemed to be unsure of how far down to go. Runway and taxiway signage might need to be reevaluated to reduce pilot confusion.




Synopsis: Tower Controller reported an aircraft did not follow taxi instructions and caused a runway incursion.
Date: 201210
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
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 Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During approach to landing; still in the clean configuration; [we] received a LE SLAT ASYM EICAS message and LEADING EDGE caution light. As we slowed to normal landing speeds on the downwind the flaps did not move when the flap handle was moved to the Flaps 1 position. [We] declared an emergency with Approach Control. Ran the QRH procedures for leading edge slat asymmetry and executed an uneventful landing.




Synopsis: A flap failure indication on a clean B757 during initial approach was followed by a zero flap landing when flaps would not move out of the up position.
Date: 201810
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cabin Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise; we received a call from one of the Flight Attendants informing us that the window at seat 18F appeared to be cracked. She said that there was ice forming on the pane of the window and that part of it seemed to be moving in the wind. The Captain and I discussed the situation; verified that the aircraft was pressurizing properly; and checked the QRH to determine whether it contained a procedure that would specifically address the condition. The Captain used ACARS to contact Dispatch to bring [Operations Control] into the loop and very shortly thereafter one of our FAs came up to the cockpit with a photo and a short video of the window. Dispatch consulted with Maintenance Control and asked us to advise them if we decided to divert.The Captain and I discussed the overall situation and determined that the most prudent course of action would be to make a precautionary landing as soon as practical. [An alternate] was just over 100 miles ahead of us. The weather was suitable and its distance was ideal for us to make an appropriate descent as well as manage the workload involved in changing destinations and planning an overweight landing. We used the diversion information on the checklist to verify that all of the communication and aircraft specific tasks were conducted properly and the arrival; approach; and landing were uneventful. The entire team [was] tremendously helpful in ensuring our crew and passengers were OK and in facilitating an aircraft change and subsequent departure.




Synopsis: B737-700 First Officer reported diverting to an alternate airport after a Flight Attendant reported a cabin window looked like it was cracked.
Date: 201506
Local time of day: 1201-1800
Location: MDW.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C MDW
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared RNAV 22L Y Approach; maintain 170 or better. ATC got busy sequencing another flight. At KEEEL; I switched to Tower for landing clearance. This is the typical procedure on the 22L Approach. Taxiing in; Tower said that Approach did not send us to Tower. I thought I was doing exactly what I was supposed to do.  I have quite a bit of experience flying this approach over the past six months. The typical clearance is cleared RNAV 22L Approach; maintain 170 to KEEEL and contact Tower at KEEEL.I need to listen better for the exact clearance and not assume. I needed to query ATC. ATC needs to clear us to Tower in a timely fashion.  KEEEL is 1800 AGL. We need to be talking to Tower by that time from a safety perspective.


Second narrative: I was the Pilot Flying the RNAV Y 22L into MDW. We were initially cleared direct to SAILZ. Another Controller came on and vectored us off to the right. We were eventually re-cleared for the approach. We were told to maintain 170 knots to KEEEL. I configured the aircraft and speed to comply. I was busy configuring the aircraft; managing the automation; and calling for the Before Landing Checklist. After landing; the Tower Controller advised us that Approach had called him and said that we did not follow her instructions and contacted Tower early; and that he had a number to call if we wanted it. I explicitly remember her last instructions were 170 knots to KEEEL and cleared for the approach. I also remember her advising the [flight behind us] that he would be following us. I remember her telling the [flight behind us] about us somewhere between SAILZ and KEEEL. I do remember the Captain checking-in with the Tower and being cleared to land. I absolutely do not remember; either way; the Controller telling us (or not telling us) to contact the Tower. I told the Tower Controller that I was unaware of anything wrong. He then switched us to Ground. I asked the Captain if he knew what the Tower was talking about; and he said that Approach normally switches you to Tower by KEEEL so he switched over.


Synopsis: B737 Captain as the pilot not flying; reports being queried by ATC for switching to Tower at the FAF without being instructed to do so.
Date: 201506
Local time of day: 0601-1200
Location: SBGL.Airport, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower SBGL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Captain was flying GIGSO 1A arrival into SBGL. Got late clearance to descend due to language issues and other aircraft on same arrival interrupting clearance. This resulted in being high on STAR. Approaching 5000 FT on final to ILS T RWY 15 with spoilers extended elected to go around. Approach instructions were climb to 7000 FT; turn to 030 heading. Input 7000 FT and 030 HDG; with autopilot engaged; into MCP. Aircraft turned but was slow to climb. This vector was toward ridge line. It was VFR but with slow climb I elected to disconnect autopilot and manually climb to 7000 FT. Transition level is 7000 FT so I asked FO to confirm FL070 or 7000 FT. With 7000 entered the altimeter setting was amber so there was confusion. Again as question was asked other aircraft blocked our transmission. We knew MSA was 5000 FT within 10 NM of AFLD and 9500 FT north of AFLD; but we were on a north vector and weren't sure of the 10 NM range from AFLD. As go-around was executed I pushed throttles up but not enough with spoilers deployed and climbing to 7000 FT. At this time we got momentarily stick shaker. Pushed throttles further up and realized the spoilers were out. Clarified the altimeter setting issue; got vector back to final and landed uneventfully.Start with getting descent clearance well ahead of top of descent point especially if there are language issues. Recognize earlier if a high descent rate is required for making a stable approach and ask for relief.Normal go-around/breakout procedures habit pattern is closing spoilers on the go but with assigned altitude and transition level same; the confusion lead to neglect of this routine pattern. When clicked autopilot off inadvertently kicked off auto throttles (AT). So with what I thought was pushing up throttles enough for a clean go-around; and thinking AT were still engaged; it was not enough for a go-around with spoilers deployed and a climb. This slow recognition during confusion over altimeter setting and terrain concern would have been taken care of if AT were still engaged.


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


Synopsis: B767 flight crew reported the Captain executed a go-around following an unstabilized approach to SBGL and was late on retracting the spoilers.
Date: 201208
Local time of day: 1201-1800
Location: ACK.Airport, MA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ACK
ATC / advisory: Tower ACK
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While en route (VFR) to ACK at 3;000 FT; I noticed a discharge in the electrical system. I had the strobe lights; navigation lights and the beacon light on due to hazy conditions and because of traffic in the area. Cape Approach lost my Mode C transmission which has happened before due to weak signal around the Cape area which did not alarm me. Within a minute or so they also lost all radar contact; and then I lost all instrument panel power; which got my attention. I could receive transmissions from Cape Approach but could not transmit; I squawked 7600 hoping they received it. I also turned off all electrical equipment not needed; keeping one radio on hoping that there was enough power remaining to transmit. I was not able to reestablish communications; and also lost the ability to receive transmissions from Cape Approach. By this time I was out over the water about 20 miles from ACK. I continued my flight without electrical power and headed to the north east side of the island which is about ten miles from the airport and the lowest area of aircraft traffic. At this point I used my cell phone to call the airport Tower to explain the problem I was having; and got clearance to land Runway 24. No other traffic was affected at the time due to low traffic in the area and I ended the call once I was on final. [I] landed without any incident cleared the runway and called the Tower back to get taxi instructions. I am unsure as to why the aircraft lost electrical power as the aircraft started without any issues and had a normal run up. The aircraft will be sent in for maintenance.

Callback: Reporter states that maintenance found a loose wire on the alternator causing an intermittent connection.



Synopsis: A C172 lost power at 3;000 FT on a VFR flight to ACK. Cell phone contact with the Tower was established and a clearance to land received.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other; Troubleshooting; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: After climbing through approximately 18;000 FT the cockpit started to get extremely warm. The First Officer checked the duct temperature and it was at 200 degrees. This was followed by a 'CAB CONT' light. The First Officer worked the QRH procedure without fixing the problem and the cockpit temperature became a problem. We leveled off at FL250 declared an emergency and coordinated with ATC to divert to a nearby airport. The temperature continued to rise in the cockpit. At this point due to previous write ups on the airplane and our nitrogen system degraded during preflight which the MEL says can be due to a pack overheat; I elected to have the First Officer go to the QRH and disconnect the left pack. This solved the overheat problem in the cockpit. We landed overweight and the airplane was taken out of service. Better coordination with Maintenance. The divert station maintenance crews said the airplane had a history and the degraded nitrogen system should have been a red flag; but was simply deferred.


Second narrative: The CONT ZONE temp light illuminated. The Captain was flying and I completed the QRH checklist for the CONT ZONE Temp. The QRH Zone Temp Checklist did not fix the problem. We leveled off at FL250. The temperature indicated 200 on the gauge for the CONT Duct supply.


Synopsis: A B737-800 with the Nitrogen Gas Generations System disabled; had a flight station temperature rise along with a CAB CONT alert; so the left pack was disconnected; an emergency was declared and the flight diverted for maintenance.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-700
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: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Uncommanded rollback of Number 2 Engine at FL380. Completed appropriate checklists and communicated with company; flight attendants; and passengers. Diverted without incident.We recognized the issue as it occurred and responded accordingly. I should have divided responsibilities better to prevent high task loading.


Second narrative: I was PM in cruise at FL380. Uncommanded rollback of Number 2 Engine. Restart attempt was unsuccessful; and the engine was secured. Completed all appropriate checklists. Diverted to ZZZ. Requested rescue equipment to standby upon landing. Briefed flight attendants and ZZZ Ops. Landed without incident.The diversion information on the normal checklist is helpful in managing tasks during a high workload event.


Synopsis: B737-700 flight crew reported an uncommanded Engine Number 2 rollback during cruise resulting in a diversion.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: INS / IRS / IRU
Component problem: Failed
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: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Weather forecast to be 3000/5 at [destination] for our arrival after fog burned off an hour earlier. One IRU MEL'd inop so we were a CAT II bird.  We thought about adding gas but didn't because even though our FOD was lower than normal; we had enough fuel to do a go-around and still make our alternate. Enroute we fell slightly below our projected fuel. Approaching the point outside of the FAF; we were vectored in a 360 due to ATC spacing. By the time we got back on track and were once again a couple miles from FAF; the WX went below our 1000 RVR requirement. We diverted to our alternate. However; ATC turned us away from the field and had to be prompted that we needed to head for [the alternate] right now. I declared min fuel and said we cannot take any delays or vectors. We were vectored direct to the field. Fuel recalculation had us on deck in [the alternate] with 10.6K. Emergency is 9.0K. Approaching [the alternate]; we were given a vector away from the field. I [asked for and] received a vector direct. Landed with over emergency fuel but would not have had we accepted the vectors.  An aircraft with degraded systems and not being given enough fuel on our flight plan combined with an inaccurate weather forecast; and me not listening to my gut and asking for more fuel.The new fuel breakdown in the [company publication] seems a little smoke and mirrors. The weather was slightly above mins for the hour prior to our arrival and projected to be above 3000/5 for our arrival. I'm going to maintain my previous calculations when deciding how much fuel I will carry.




Synopsis: Wide body air carrier Captain reported diverting to an alternate airport after ATC vectors and deteriorating weather resulted in burning more fuel than planned.