elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Confusion; Communication Breakdown
Second reporter function: Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: After landing from a visual to 19R; we were told if unable to make Taxiway U take Taxiway V. This was issued during the landing roll with high workload and we both heard use Taxiway W or V. We had already rolled past Uniform when the instruction was given. We exited at Whiskey as the signage and the 10-9 plate does not show Taxiway Victor; but Taxiway Yankee. As we cleared the runway; the Tower Controller told us he wanted us on Taxiway Victor to which I replied that we didn't see Victor; but Yankee. Again the signage and the 10-9 page both show Yankee. After a pause he replied that he 'didn't want us on Whiskey either.' We were told to cross 19L and contact Ground. Whiskey was listed as closed on the ATIS; but worded in such a way that it led us to believe it was closed west of 19R.Clearer ATIS wording. Also; the Controller may have been confused as to which runway he landed us on; as V is the high speed from 19L; not 19R. Finally; instructions should not be issued while the airplane is in the landing roll.


Second narrative: While the engines were spooled up upon landing on Runway 19R; ATC was giving us instruction on where to taxi off the active runway. I couldn't hear very well because the motors were still in reverse. ATC told us to exit U if we couldn't make V. VICTOR is only accessible off Runway 19L. We were already past Taxiway U and the 10-9 chart was labelled wrong based on where Taxiway V was located and named. We knew another carrier was behind us and needed to exit the runway. I thought he said exit U through V. Looking at my chart it made no sense so we exited on W as we have for the last 18 years. ATC began to bark at us stating don't turn onto W but it was too late. There were no signs indicating the taxiway was closed. The ATIS said W was closed between Taxiway E and F; which we both thought was west of Runway 19R not east as we had proceeded. Coupled with Taxiway V on the other runway; we were confused.


Synopsis: B737 flight crew reported being instructed to clear Runway 19R on Taxiway Y at LAS; but Y does not connect to Runway 19R. Taxiway W is chosen instead; but W is closed.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Human-Machine Interface
Second reporter function: Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I received a call from my Chief Pilot concerning the aircraft I ferried the previous night. The originating crew following our ferry flight reported that the crew oxygen system was turned off.   I am well versed and knowledgeable with the B737 and all our operating procedures; including the crew oxygen system preflight. I thought I had completed all the required checks. However; in light of the other crew's report; it may be possible that we missed completing the preflight of the oxygen system; and also may be possible that we missed the crosscheck during the Before Start Checklist. The ferry flight in question was the second aircraft and flight within 30 minutes. It is possible that I was distracted during my preflight duties due to factors such as: unfamiliar uncontrolled airport; late at night; aircraft was a 'thru-flight' powered up upon our arrival; extra paperwork/calls to Dispatch; and the Captain's offer to complete the walkaround.   Although I did not feel pressured or distracted at the time of the preflight/checklist; the operation was far from a 'normal' sequence of events typically found during revenue operations.


Second narrative: Preflighted aircraft normally and flew [a short ferry flight]. Next crew discovered O2 valve shut off.  While I remember doing that check; I must have done it incorrectly as I did not see a drop in the gauge. We were moving quickly through the checklist but did not rush.


Synopsis: B737 flight crew is informed after a ferry flight that the crew oxygen bottle was turned off for the flight.
Date: 201603
Local time of day: 1201-1800
Location: TNCF.ARTCC, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Solo controller at Aruba handling Ground; Tower; Departure; Approach; Clearance Delivery. All in non-radar environment. Very substandard English language communications and despite pilots pleas for repeat; enunciation; slower communications etc.; controller did not comply or improve delivery. Controller issued revised clearance with takeoff clearance. When told by pilots of confusion controller eventually changed clearance back to dispatch filed routing but never seemed to acknowledge any discrepancies. Cleared to climb FL240 and left turn on takeoff direct ABA (slight left turn approximately 10 degrees). After ABA; filed to and clearance was on course. This was LNAV course left turn to north. As soon as airborne; mass confusion with numerous revised clearances of altitudes FL40; FL110; FL80; FL70; FL90 and 'intercept radials 045; 080; 008' as controller tried to deconflict inbound arrivals without aid of radar. Worst departure management and traffic deconfliction I have experienced in years. Pilots could not understand or determine what controller wanted us to do. Zero clarity; zero logic in controller plan or goals. Fortunate to be in VMC and have TCAS for pilot vision and situational awareness. Captain asked what controller wanted us to do. Captain asked for any direct to a fix; a heading; or a climb all to no avail. Captain asked for supervisor to assume frequency immediately; and for initials of controller to report to FAA. All requests ignored/unanswered. Further into flight [a] flight behind us told us of same handling issues and confusion on his departure out of Aruba.




Synopsis: B737 Captain reported considerable difficulty interpreting ATC Controller's clearances and intentions during departure from TNCA.
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After approximately 3 hours into the flight we noticed that the [remaining] fuel was decreasing and that our ETA had increased by approximately 20 minutes. We attributed this to the fact that the winds were more on the nose than was forecast. The [remaining] fuel continued to decrease slowly. After a few minutes we noticed a 200 pound imbalance between the wing tanks. I rebalanced the fuel and then set the timer to monitor the situation. Within 10 minutes an almost 300 pound imbalance had established. After consulting the QRH we decided that we probably had a fuel leak. We sent a message to Maintenance Control and Dispatch and informed ATC that we needed to divert to [an airport] which was only about 40 miles behind us. ATC immediately descended us and turned us directly to [the airport] for a straight in ILS. At this point things got busy. I told the Flight Attendants what was going on and made a PA to the passengers. We ran the approach descent checklist; briefed the approach and did the approach checklist. We discussed shutting down the #2 engine as described in the QRH but we agreed that would delay our arrival while we did the procedure in the QRH. At this point we were only about 10 miles from the airport and had about 5500 pounds of fuel. We made an uneventful landing and clearing the runway we shut down #2 engine. After arrival at the gate maintenance confirmed that we had a fuel leak in #2 engine.


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


Synopsis: B737 flight crew reported they noticed on a transcontinental flight they were developing a fuel imbalance that looked like a fuel leak. They diverted to a nearby airport where a fuel leak in #2 engine was confirmed.
Date: 201910
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff at about 500 ft. AGL; the number one engine began rolling back. We initially thought we had an engine failure and about the same time Tower contacted us to switch to departure at which time we notified Tower we thought we had an engine failure and [advised ATC]. We were instructed to fly runway heading and we continued our climb to 5;000 ft. I got the autopilot on and looked down and saw the number one throttle was back at or near idle; and saw the ECAM message of asymmetrical throttles. We saw the #1 engine was still operating within normal parameters; just at a low N1. I then advanced the throttle to match the number 2 throttle and saw the engine was fine; just that the number one throttle went back to idle for no apparent reason. After we brought the power back up; checked all engine parameters; and went through the QRH procedure; we concluded nothing was wrong with the engine and told ATC we did not need to [request priority handling] after all and we continued on to destination where we wrote up the incident and deferred the auto throttles. We concluded the auto throttle reduced the number one engine to at or near idle for no obvious reason.




Synopsis: A300 Captain reported that an autothottle malfunction resulted in a thrust imbalance on takeoff; and was initially mistaken for an engine failure.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Push back I told the ground crew 'brakes released; cleared to push'. But my brakes were not released and when I heard an unusual crunch noise; I realized that my brakes were not released. We stopped the push; called maintenance for a nose wheel inspection and made an Aircraft Maintenance Logbook entry. There was no damage to the airplane; but the tow bar was broken. We got a new tow bar and the flight continued.I said rote what I always say without verifying. I was distracted. I was concerned about the non revs not getting on the plane. The agent said there was a delay at security and they couldn't wait. She had a supervisor at the gate putting pressure on her. I was torn.Once I know that we are not going to wait for non revs; I need to leave it behind and put full attention to the procedures.


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


Synopsis: B737-800 flight crew reported a push back with the brakes not released which broke the tow bar; after a new tow bar was installed; flight continued.
Date: 201504
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Aircraft component: Turbine Engine
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Ground Event / Encounter FOD
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: While I was pulling plane to gate; a large piece of plastic came across to plane and was swept into engine. I immediatley stopped the plane and notify cockpit of what happened. I ask the pilot if everything was ok and if was safe to move or stay and get help. He notified me that it was ok and I doubled check again if it was ok and he repeated yes it was. As we pulled to gate; I asked him again if everything was ok and if engine was good to go; and he said it was and that I could dissconnect towbar.




Synopsis: After observing a piece of plastic ingested into the engine inlet; ground personnel advised the flight crew. The flight crew was reported to not be concerned and notified the ramp personnel to disconnect the tow bar.
Date: 202202
Location: ZTL.ARTCC, GA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Aircraft component: Radio Altimeter
Component problem: Malfunctioning
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While cruising at FL390 about 20 miles NE of CLT had a possible 5G interference with our radar altimeter. Radar altimeter displayed for about 45 seconds to a minute and showed fluctuations between 1;400-1;790 [ft.] AGL. This also caused the aircraft to think it was close to the ground and displayed the landing ECAM (Electronic Centralized Aircraft Monitor) instructing that the plane wanted the gear and flaps down as well as the spoilers to be armed. The anomaly went away after about a minute. Per our pilot bulletin we notified ATC; Dispatch; Operations; and made a Maintenance write up.


Second narrative: During cruise flight at FL390 the 'landing memo' suddenly appeared on the upper ECAM (Electronic Centralized Aircraft Monitor) screen. I immediately checked for a radio altitude indication (there should be none above 2;500 ft.) and found it to be displaying 1;750 ft. This indication lasted for approximately 45 seconds before disappearing and all indications returning to normal. After advising ATC of this occurrence; the Atlanta Center controller said he had heard we were in a 5G 'hotspot' area; although he said most reports of interference were at FL380.


Synopsis: Flight crew reported possible 5G interference at cruise; 20 NM North of CLT.
Date: 201303
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; Turbulence
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Distraction
Second reporter function: Captain; Pilot Flying
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Airport; Human Factors; Weather
Primary problem: Weather

Narrative: We were on our afternoon flight to an outlying island airport. We were VFR; and the weather when we left was calling three miles; with a high ceiling; and strong winds out of the southeast with gusts into the thirties. We decided to land Runway XX; and on final we saw the airport from about 1.5 miles. The winds were 120 at 27 knots with gusts into the thirties. As we were touching down the visibility decreased due to blowing snow. We touched down in the center of the runway; but almost immediately the airplane began sliding to the right. The right main wheel caught the softer snow on the side of the runway; and the whole plane twisted clockwise; and came to a stop 90 degrees to the runway; pointing northwest. During the rotation; the nose gear collapsed. We secured the plane; and I went back to make sure all the passengers were OK. Nobody was hurt or injured. I've been trying to figure out what we could have done differently. The factors adding up to the event were the strong crosswind; low visibility; and slick runway. Earlier in the day we had landed there and the runway hadn't appeared to be slick. We did have a distraction on approach/descent with Number 1 GPS cutting out; but we were able to use the VOR and the Number 2 GPS. Also on short final I felt like we were less stabilized than normal due to the gusty crosswind; large crab angle; and low visibility. So; with all the negative factors stacked against us; we probably should have decided not to land.


Second narrative: The crosswind component was 25 KTS and the tailwind component 9 KTS. We chose Runway XX to avoid mechanical turbulence associated with terrain south of the airport. We then called the FSS and had them close the runway because our tail was intruding about 5 FT past the lights onto the runway.I have learned from this event that; even if I have experience flying in bad conditions; it doesn't make me invulnerable to losing control when too many negative factors are stacked against me.


Synopsis: A BE1900 flight crew operating into a remote gravel airstrip during strong gusting cross/tailwinds lost control after touchdown and ground looped off the downwind side of the runway; collapsing the nose gear.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ2; Tower ZZZ1
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Instrument training flight from ZZZ to ZZZ1. On instrument flight plan in VMC conditions with no ceiling and 10 miles visibility. I noticed [the] alternator discharge light. Tried reset per checklist [but it] did not reset. Circuit breakers checked in. Downloaded unnecessary items. Immediately notified ATC we were having electrical issues and may lose our radios and have total electrical failure. I requested a return to our departure airport - ZZZ. We were given a heading toward there and ATC said ZZZ2 was closer - would you like it. We said yes. Comm screens were flickering and comm was intermittent. We reported ZZZ2 in sight and Approach Control cleared us to land. Tried to [request priority handling] at this time; but [there was] no response as [we] had total electrical failure about this time. FSDO did report [priority handling was requested]. Contacted Tower with a handheld radio and verified landing clearance. Plane was grounded and left for Maintenance. Plane belongs to [a] flying club. Maintenance found wiring issue the next day and repaired the problem.FSDO called [the] flying club to fill out report. [The] flying club submitted the above information I provided and FSDO reported report closed. Only issue to me was [that] the instrument student filled out the flight plan different than I instructed him to. I told him to put the Instructor's name and information in the pilot section. He put his information there and also when Tower requested us to call and wanted the MOR information; he gave them his name as PIC. I have covered with him many times he is not PIC on an instrument flight plan but this does not get through to him as other instructors allow him to put his name on flight plan. This is an area that could use clarification in my opinion.




Synopsis: Flight Instructor reported an alternator failure caused a diversion and a precautionary landing.