elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Light: Daylight
Aircraft: B737-700
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: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During final stages of climb out to FL 360 from ZZZ; I noted oil quantity had decreased to approximately 35 percent. I suspected oil gulping; but the oil quantity in ZZZ was 95% and I thought that that condition happened with lower oil quantity. I had the flight attendants visually check the engine for anything abnormal; i.e. fluids. They noted nothing unusual. I coordinated a phone patch with Dispatch to discuss the situation and options. Dispatch conferred with Maintenance Control regarding the low oil quantity. Based on the absence of any further abnormal indications; the decision was made to continue. I continued to advise Dispatch of further decreases in oil quantity via ACARS messages. The First Officer; a probationary Pilot; did an outstanding job flying the aircraft and handling ATC COMMS throughout these stages of the flight. Ultimately; the oil pressure started to fluctuate. I; again; contacted Dispatch for a diversion. We decided on ZZZ1. I coordinated diversion to ZZZ1 with ATC and informed the light attendants and passengers. On descent; the fluctuations worsened with decreasing average pressure. I [advised ATC.] Shortly thereafter; pressure dropped to 'red line' with Low Oil Pressure light. I took control of the aircraft and the First Officer assumed ATC communications. Per QRH procedures; we conducted an engine shutdown. We advised ATC that we were single engine. Given the position on approach; increased tasking required for the engine shut down and single engine landing and expecting an uneventful landing; I did not notify the flight attendants or Dispatch that we were single engine. The landing was uneventful. After taxi back to the gate; I contacted Dispatch to advise them of the single engine landing and [priority handling]. The Chief Pilot pulled the rest of our flying for the day and we deadheaded home; which I think was an excellent idea. I wrote up the 'discrepancy' and overweight landing in the logbook.




Synopsis: B737-700 Captain reported loss of engine oil pressure that resulted in an inflight shutdown and precautionary landing.
Date: 201210
Local time of day: 1201-1800
Location: CVG.Airport, KY
Flight conditions: Marginal
Light: Dusk
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E ZID
ATC / advisory: Center ZID
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: We were on the GAVNN FOUR Arrival into CVG approaching GAVNN. ATC instruction was to cross GAVNN at 10;000 FT. ATC gave a traffic alert of a VFR target over GAVNN at 9;500 FT and climbing. Acquired target on TCAS and monitored. ATC instructed us to stop descent at 12;000 FT; but it was already too late as we were below that altitude. ATC then said we could just stop at 11;000 FT. We still monitored TCAS and target continued to climb. A TCAS TA went off and eventually; around 200 FT vertical separation a TCAS Climb RA was given. As pilot flying; I applied maximum thrust and immediately initiated a climb to comply with the RA. ATC was notified of the RA. Captain said he saw aircraft as we passed and it looked like a high wing Cessna. We got clear of conflict at 12;000 FT and leveled off. [We] continued to destination with no further disruptions.


Second narrative: Descending via the GAVNN arrival; ATC cleared us to descend to 10;000 FT. As we were descending; ATC informed us that he had a target at our 11 O'clock and climbing. He was not in communication with him. As we were descending through 12;000 FT; he instructed us to level at 12;000 or if unable; level at 11;000 FT. We leveled at 11;000 FT over GAVIN. Our TCAS gave us a TA. Shortly there after I told the First Officer we should start climbing to 12;000. He concurred. As soon as I started transmitting that request to ATC; we got an RA to climb. The First Officer did a great job in responding to the TCAS climb. I informed ATC of the TCAS climb. I observed a single engine Cessna approximately 500 FT below us at our 10 O'clock. We were clear of the aircraft and resumed our descent without further incident.


Synopsis: Air Carrier flight crew experiences a TCAS RA on the GAVNN 4 arrival to CVG after being advised of VFR traffic by ATC. The descent is stopped at 11;000 FT and a climb initiated.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I just plugged into position. The Controller I was relieving told me to watch out for Aircraft X because he seemed kind of off. Aircraft X was cleared for the ILS to Runway XXL. After working the other airplanes and settling into the position; I noticed the Low Altitude alert go off on Aircraft X. I told the pilot Low Altitude and the altimeter. He continued a steady descent through 1;300 on an 11 mile final. I kept telling the pilot he was too low and to climb. There was a language barrier; but he was responding 'Roger' to me.He kept descending all the way down to either 600 or 500 feet on an 8 NM final which even though we were east traffic over Ocean is extremely low for a B777 to be at on an 8 NM final. After the Tower kept getting in my ear while I was trying to repair and control a dire situation; the plane didn't start to climb back up until they were at the final approach fix. In that state; they were unstable again; so I sent the plane around. I don't know what happened with the pilot and their equipment but I believe that since they were over the water that something must have gone wrong; whether it be perception or equipment malfunction. They seemed like nothing was wrong and were unaware that they were too low. Our operation is usually west traffic so I don't know if these pilots were just caught off guard with our un-ordinary operation. I believe this is just pilot error and mechanical malfunction. I don't know how this could be fixed.




Synopsis: TRACON Controller reported an aircraft descended to an unsafe altitude while not responding to ATC.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
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: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather
Primary problem: Weather

Narrative: On a 3-mile final at ZZZ; [we] hit severe windshear. We had [the] flight attendants sitting down early for the potential [of] weather on arrival. [We] followed [the] flight director guidance until we were clear of [the] windshear. Upon leveling off; aircraft speed began to rapidly accelerate. To avoid a further over speed we were forced to pitch [the] nose up and climb to manage speed; despite [the] throttles being pulled back to idle. This resulted in a climb of approximately 500 ft. above [the] assigned altitude; as best we could read during the continued violent shaking of the aircraft. We determined there were no injuries after communicating with the flight attendants and then diverted immediately to ZZZ1; our filed alternate. [The cause of the event was] windshear followed by severe turbulence.




Synopsis: ERJ-175 First Officer reported executing a maneuver to evade a windshear during final approach; which was immediately followed by severe turbulence.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: A319
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: Turbine Engine
Component problem: Failed
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 Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 10;000 MSL on initial approach we heard and felt a shudder and noticed #2 engine had flamed out. We went through ECAM procedures and declared an emergency with Approach. We both agreed that it was best not to try relight of engine because of uncertainty of damage to the #2 engine. We were very close to our destination and decided best course of action was to land ASAP.The flight attendants were advised to prepare for a precautionary landing and that the Captain expected a normal landing. Passengers were briefed to expect a normal landing; to remain seated and that they would see emergency vehicles around aircraft. Mechanic on ground noted no obvious damage to #2 engine; however stated the aircraft had self-reported an IGV [Inlet Guide Vane] failure.




Synopsis: An A319 flight crew declared and emergency and continued their arrival to a safe landing when the #2 engine failed; perhaps due to and Inlet Guide Vane failure.
Date: 201702
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp PHX
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While being marshaled into [the] gate; the right outboard side of the winglet struck a baggage cart. Due to it being night time; heavy rain on the windows; and lots of standing water on the ramp; it made seeing the painted lines of the sterile area difficult to identify. From my vantage point in the right seat; the baggage cart appeared to be clear of the wing. It wasn't until after the wing passed the cart; [and] I saw the cart shaking side to side; I realized the wing had come in contact with the cart. It's ground handling's policy to only have one wing walker (on the left wing) while being marshaled into that gate. I and/or the Captain should have insisted on having a second wing walker to cover the right wing.


Second narrative: Upon arriving at the gate it was raining. We waited for a few minutes before we got ground personnel to come out and marshal us into the gate. A total of two guys came out; one wing walker and [a] marshal. The wing walker was on my side of the wing. They proceeded to bring us in and from my point of vision; I cleared the safety area but then asked my First officer if Phoenix airport is approved to only use one wing walker. Which he replied yes. I then asked him to clear his side of the aircraft whiles I slowly taxied in. For every few feet I advanced in I made him confirm if I was cleared of any obstacles. As I came in on the turn I felt this grinding feel on the aircraft so I stopped. Both the marshaller and the wing walker still had their wands up for me to advance forward but I stopped and waited for further assessments of the issue. This was when my First officer informed me I had scrapped the wingtip. The marshaller then went to look at the right wing and came back to marshal us to park. I then did my shut down checklists and went out to assess the damage. All ramp operations should require two wing walkers and a marshaller.


Synopsis: CRJ-900 flight crew reported the wingtip contacted a baggage cart while taxiing into the gate under control of the Marshaller at PHX.
Date: 201602
Local time of day: 1801-2400
Location: IND.TRACON, IN
Weather elements / visibility: Clear and 10+; 10
Light: Night
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class A ZID; Class E ZID
ATC / advisory: Center ZID; TRACON IND
Reporter organization: Corporate
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Procedure

Narrative: IFR flight plan via the RNAV Arrival transition. This is an arrival that we fly approximately 1 to 2 times on average per week to our home base. Under most normal descents we are given the following clearance: 'Descend VIA the [RNAV Arrival]. The controllers don't issue any altitudes and we fly a normal vertical profile; as depicted on the arrival chart; on the autopilot using the VNAV function on the autopilot; having verified the crossing altitudes in the FMS. On this particular event; ARTCC; instead of issuing a normal RNAV arrival profile; gave multiple altitude step downs; approximately 6; starting from around 24;000 feet down to 11;000 feet. At this time we were talking to TRACON and they said to descend to 6;000 feet via the [RNAV] arrival. I 'felt' as if there was a trainee on the radio; as normally they would not give the 'bottom' altitude to you as part of the clearance. Shortly after this instruction was issued; another controller came on the frequency. At this point the 'TO' fix in front of me on the FMS was a fix which had a crossing of 'at or above 10;000'. We selected 6;000 ft in the altitude alerter; the vertical deviation needle was centered and the 'VNAV' autopilot mode was engaged. We crossed the fix at 10;000 and continued on the RNAV profile. Shortly after that crossing we were told to fly a heading of 360 for vectors to the Runway. I feel that the RNAV arrival should not have been used due to the multiple nonstandard altitude interruptions. The RNAV arrival descent should only be given when the flight crew can continue to the lowest depicted altitude 'without' multiple changes to the profile. The crew workload is already high in this environment; and by throwing in multiple changes at the last minute presents an even higher probability of errors; both on the controllers side along with the flight crew.




Synopsis: The pilot was cleared for an RNAV Arrival. The pilot was assigned altitudes by ATC instead of being allowed to descend on their own via the RNAV profile.
Date: 201906
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a normal takeoff all systems were functioning normally during the initial departure phase. Between 5;000 and 6;000 feet; suddenly the FO's radar altimeter began to malfunction; intermittently displaying the 50 tape in his PFD (Primary Flight Display). Shortly after; the landing gear status boxes reappeared on the EICAS (Engine Indication and Crew Alerting System) primary display and began to repeatedly flash yellow. The gear warning horn came on and remained on for most of the rest of this event. We quickly searched our QRH (Quick Reference Handbook) procedures and found nothing that gave us specific instructions. I told ATC (Air Traffic Control) that I would like to remain in the ZZZ area so we could return to the field if necessary. Then the GLD UNSAFE (Ground Lift Dumping) caution displayed on EICAS; giving us a specific problem to address. We ran the QRH and placed the GLD system in MAN DISARM. This quieted the gear horn and the boxes stopped flashing for awhile. Very soon the SPLR/STAB FAULT status message posted. After ACARS (Aircraft Communications and Crew Alerting System) with dispatch and maintenance; the decision was made to return to ZZZ. I had already briefed the Flight Attendants about the possibility and then briefed them and our passengers about returning and that we would have a normal landing without an emergency. We performed all normal checklist and I took control of the aircraft from my FO. We made an uneventful landing and taxi back to the gate.I spoke with the maintenance personnel at the gate and they believe something was wrong with the Radar Altimeter system that drove the other messages.




Synopsis: CRJ-900 flight crew reported multiple system anomalies shortly after takeoff.
Date: 202011
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Almost three months ago the building and maintenance failed to complete to provide a barrier of the partition to separate an employee sitting across from another employee. They provided the partition on the customer service side and failed to do the one on the employee's side which as a result expose the sitting employee to more virus.




Synopsis: Ground employee wrote that maintenance failed to complete a barrier between employees to help prevent the spread of COVID-19.
Date: 201809
Local time of day: 0601-1200
Location: DTW.Airport, MI
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E D21
ATC / advisory: TRACON D21
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Cleared to descend via the KKISS1 RNAV arrival into DTW. Captain was flying. During descent; approach controller issued a new runway assignment. We were originally set up for ILS Y 4L; but were switched to ILS 3R. In the process of updating the FMS; sending for new landing numbers; and completing a new approach briefing; we lost track of the next crossing restriction. We were supposed to cross RKCTY at or above 17;000; but crossed closer to 15;000. ATC pointed out our error and issued a new clearance to level at 14;000 and then continue to descend via the arrival. No traffic conflicts occurred; and ATC seemed to brush it off.All SIDS and STARS into and out of DTW have been changed recently; so both the Captain and FO (First Officer) were very unfamiliar with the KKISS1 RNAV arrival. In addition; when the crew was issued a new runway; both pilots worked on the FMS and ACARS to update the runway. The captain was flying and should have continued to monitor the descent instead of getting distracted by busy work on the FMS. Unfamiliarity with the arrival and poor task management led to a loss of situational awareness with the upcoming crossing restriction.




Synopsis: Air Carrier Captain reported missing altitude restriction due to a runway change and new STARs.