elihoole/asrs-aviation-reports huggingface dataset:
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 91
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: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were assigned travel duty to ZZZ to pick up Aircraft X for a ferry flight to ZZZ1 and then a passenger leg to ZZZ2.  Upon review of the aircraft logbook; I saw that there was a previous write up for an in-flight engine flame out with an immediate relight.  The flight to ZZZ1 was uneventful.  We cruised at 27;000 feet and arrived early.  The following flight to ZZZ2 was uneventful until we were given a descent clearance from the center controller.  The flying pilot PIC initiated the descent and pulled the power back.  I think it was in the neighborhood of 38;000 feet when we both felt a vibration and I noticed a cyan CAS message ENGINE SHUTDOWN R.  The vibration and CAS message only lasted for a few seconds as the engine performed an auto relight.  We discussed that if this event was to happen again and the engine would not relight; we would perform the in-flight engine failure QRC.  That did not happen and the remainder of the flight was uneventful. The PIC did not bring the power to idle again until the landing. An emergency was not declared nor was a checklist run as this issue lasted but a few seconds.  I did; after the fact; read the QRH where it states that a cyan engine shutdown CAS message is related to the engine throttle shutting down the engine ie: placed in cutoff or a below idle recovery is in progress. Upon landing; the PIC called maintenance control and learned that this was the 3rd time this event has occurred since April. I'm not sure if any NRFO (Non Routine Flight Operation) flight has been conducted after the previous write-ups have been dealt with.


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


Synopsis: Flight crew reported encountering un-commanded engine shutdown in cruise.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Physiological - Other
Anomaly: Other Laser injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Departed runway 18L on [an] RNAV Departure; [during which] ATC issued a direct [to a fix; on course] clearance. While flying direct and climbing through 8;000 ft; the CA observed and immediately reported to the FO and then Departure that he had experienced a green laser event. ATC asked the CA of his physical condition in which the CA initially replied that he had suffered no damage. While in the continued climb the CA began complaining of worsen eye pain. After a few more moments the CA mentioned that his pain was getting worse and that the decision to declare and emergency and return to our departure should be made. The CA passed the flight controls to the FO and notification of the emergency and the request to return was made to the center. We descended the aircraft to a safe altitude and lowered the landing gear and flaps to burn enough fuel to ensure a landing weight that would not exceed aircraft limitations. The FO made a smooth uneventful landing during VMC conditions. The aircraft was taxied to the gate where EMS personnel met the CA at the gate. EMS and the CA came to the conclusion that it would be appropriate for the CA to be transported to the hospital. The [flight] was delayed until a new CA was assigned a couple hours later where the flight was completed. Threats [during the event] included an unscheduled aircraft return with high workloads and decision making.




Synopsis: Initially; the Captain of an EMB-145 felt no impairment after being struck in the eyes by a ground based green laser. However; he soon suffered increasing amounts of pain. Therefore; he directed the First Officer to take the controls; declare an emergency and return to their departure airport. EMTs met the aircraft and took the Captain to a hospital.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Aircraft component: Fuel Crossfeed
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: General Maintenance Action
Contributing factors: MEL; Procedure; Aircraft
Primary problem: Procedure

Narrative: I operated Aircraft X with MEL for the left outer tank transfer valve inoperative in the open position; allowing left outer tank fuel to drain into the left inner wing tank after refueling. This [type of] MEL [is] applicable for ten calendar days.MEL was first applied in ZZZ on [Day 1]; then tested in ZZZ1 and the MEL removes on [Day 3.]On [Day 4]; in ZZZ2; the aircraft was written up after flight due to the left outer tank fuel draining into the inner tank. Again; it was reset and Ops checked good. On the same day in ZZZ2; the next flight crew wrote up the left outer tank fuel draining into the inner tank after refueling. This time; [two other related MELs] were applied; but the MEL specifies that these only apply if the outer to inner transfer tank valves are 'inoperative closed'; which clearly is not the case. These MELs were active through [Day 12] in ZZZ3; when the left and right [fuel indicators] were [addressed] and both MELs cleared.After the next flight on [Day 12] from ZZZ3; the aircraft was again written up for left outer tank fuel draining to the inner tank after refueling. Again; the valves were reset and Ops checked good.On [Day 14] in ZZZ4; the same writeup occurred after refueling. Another flight crew took the aircraft that day; and wrote up the left outer tank fuel transferring to the inner tank after refueling. [The first MEL] was again applied; and still active when I accepted the aircraft on [Day 17.]This aircraft has been operating for 17 calendar days since the original MEL was applied on [Day 1]; without effective repairs that the MEL Deferral program requires. Again and again; resets are performed to limp the aircraft along on the next flight without performing the correct repair that will fix this issue. This is against the spirit and intent of the MEL program and should not be tolerated.




Synopsis: A320 pilot reported the MEL for a malfunctioning fuel cross feed system was reset several times with repairs being continuously pushed to later dates.
Date: 201510
Local time of day: 1201-1800
Location: AUS.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 4
Light: Daylight
Aircraft: Super King Air 350
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: FSS AUS; Tower AUS
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Airport; ATC Equipment / Nav Facility / Buildings; Procedure; Weather; Staffing
Primary problem: Weather

Narrative: Due to massive flooding in Austin the ATC system was a complete mess. The Tower was initially evacuated and the TRACON was inoperative due to being flooded. Portable tower and ground control radios were eventually brought on line but were weak and intermittent. We eventually lost contact completely with ground control and tried unsuccessfully to contact the Tower; (we had set 120.1 instead of 121.0). We then called FSS who informed us that the airport was now uncontrolled and that all ATC personnel had evacuated. We called out our taxi to other aircraft; but on the previously stated wrong frequency. After getting in line with the other airplanes on the taxiway awaiting take off; we realized our mistake and contacted Tower and told them what we had done. There was very little airplane movement on the field and no conflicts arose from our taxi out. The Tower then closed 20 minutes later and evacuated. The field was uncontrolled for the rest of the night.The FSS and tower personnel were not on the same page in regards to the field being controlled or uncontrolled status and we used the wrong tower frequency. Both of these things led to our miss communicated taxi.




Synopsis: Due to severe flooding in Austin Texas the TRACON was closed and the Tower was intermittently open and closed. This situation caused confusion for the pilot/reporter who began taxiing without a clearance from the Tower. The pilot contacted FSS which told them all ATC facilities had been evacuated. The flight crew had dialed the wrong ground control frequency leading them to believe the tower was not staffed. They eventually realized their mistake and contacted Ground Control.
Date: 201709
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 872;000 pound takeoff; thrust was TO (Takeoff); reported wind shear on TO; N1 107% and Flaps 20. The initial takeoff was normal we had just made the right turn and starting to accelerate when there was a loud bang with left yaw and roll. I glanced at the EICAS and noted #1 EGT was pegged red and N1 had already rolled back. I called engine failure number 1. After determining that our flight path was correct and no other problems we decided to [advise ATC] and stay on the SID. We decided this was the best course of action as we were already past the EO (Engine Out) turn point and the aircraft was climbing well. We cleaned up the aircraft ran the Severe engine Damage checklist and then requested vectors to begin fuel dump.  ATC vectored us south at 9000 ft where we commenced fuel dumping in accordance with the QRH the fuel dump was completed. During this time we requested landing data; 1 engine INOP; with autoland. The results came back autoland prohibited with a non-normal. This is not correct so we requested dispatch to also run the numbers they got the same result. Dispatch talked with [Maintenance Control] who agreed that autoland was available with 1 engine INOP. We finished our briefing and informed ATC we were ready for the approach. After informing ATC we were ready for the approach we were cleared direct and cleared for the ILS. The ILS and landing were normal. After exiting the runway we requested [emergency crews] to inspect the #1 engine for damage; none was noted so we taxied back to the ramp for a normal shutdown.


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


Synopsis: B747 flight crew reported a loud bang during climb out followed by yaw and roll.  The flight crew elected to return to the departure airport.
Date: 201505
Local time of day: 1201-1800
Location: ZTL.ARTCC, GA
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was an ATL departure enroute to IAH. TMU (Traffic Management Unit) called and said to 'slow the Aircraft X to slowest practical speed.' The controller complied. The aircraft speed that Aircraft X was following was in the airspace of the controller next to the R3 Controller. It is very unsafe and impractical for TMU to assign control instructions. This aircraft was left at slowest practical speed indefinitely which ultimately will affect the entire day of flights for Aircraft X. This can also cause near collisions between aircraft.TMU needs to call and say what aircraft they need XXX distance between and allow the controllers to figure out the best way to get that spacing. Let the controllers be controllers. This is a very hazardous practice that TMU has begun. It needs to stop because it is dangerous. I have reported this issue 3 times now.




Synopsis: ZTL Controller reports of the Traffic Management Controller (TMC) calling and telling to slow an aircraft to its slowest practical speed. The ZTL Controller claimed it was unsafe and the TMC should have given some other type of restriction like miles in trail.
Date: 201410
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: Job Card Section 5; Special Check XX-06 has an error on it. Page 2; Steps 1.A;(1;2;3) has safety precautions that have you pull Circuit Breakers (C/Bs) for Engine # 1.  On the top right of the [Job] Card; the position called out for is Position-2 ( POS:2). After further research; Special Check XX-07 is the proper card for Position-2.  This may lead to injury; and or confusion with Aircraft Maintenance Technicians (AMTs) assigned the card (pulling the [circuit] breakers for the wrong engine). I have filed a request to Engineering on the issue; but wanted to bring attention to the item; in case of past and future errors due to the mistake on the [Job] card.  Hangar location.

Callback: Reporter stated he requested the Engineering revision not only to have the Engine position corrected on the Job Card and the safety concerns related to the work addressed; but to also use the incorrect engine position job card as an example for AMTs to be more aware of what they are actually signing-off for; after accomplishing a job task. After reviewing his request; their Engineering did in fact correct the job card to properly reflect Engine-1; (POS:1) for Job Card XX-06.



Synopsis: An Aircraft Maintenance Technician (AMT) informs his company Engineering that a Job Card for pulling specific Circuit Breakers for #1 Engine on A321 aircraft actually has #2 Engine typed in the header of the Job Card. Not only were safety concerns raised; but also the lack of awareness by technicians who have been signing-off for work accomplished on a Job Card with an incorrect engine position.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Procedure
Primary problem: Procedure

Narrative: The weight and balance for the leg from [departure] to [destination] was off by one passenger. The paperwork was for 145; but we had 146 on board. The gate agents [at departure] had let passenger on without scanning their boarding pass. The gate agents [at destination] had told me that passenger was traveling on a fraudulent ticket. We did 3 weight and balances. 1st the passenger was on; then we were told Service operations Center (SOC) was pulling the passenger off then customer service was putting the passenger back on.


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


Synopsis: A319 flight crew reported that they had an unaccounted passenger on board.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cylinder
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While cruising at 4000 ft. on an IFR flight plan from ZZZ; the engine immediately (with no warning from gauges or rough running) started running terribly and oil and smoke started to come out of the vent in the cowling. Immediately after I noticed the JPI engine monitor showing nothing from cylinder 1. I had just been handed off to ZZZ1 Center and was having trouble hearing them to announce my [situation]. I then switched to 121.5 and advised I had lost a cylinder.  I turned the 430W all the way to the right for [the] nearest airport but no airports were coming up. Not sure why; I began asking for the nearest airport on 121.5. I was advised ZZZ2 so I assumed the code was ZZZ3; and put it in the 430. When I was unable to locate the airport; I asked for a heading. Thinking I misheard the airport identifier; I asked again for the airport code and when I heard ZZZ2 again; I successfully entered ZZZ2 without the K and was able to see I was 4 miles away. I used what was left of the throttle until the engine stopped running and successfully landed on [the] runway centerline and safely with no damage to myself or the airframe. I then exited the airplane to assure it wasn't going to ignite. After several minutes and with a fire extinguisher close by; some people at the airport helped tow my airplane off of the runway and secured it on the ramp.Even though there was an additional 8 kts. of headwind at a 6000 ft. cruise vs the chosen; 4000 ft. cruise; in the future; when able; I will always choose the higher cruise to provide myself more time to react.




Synopsis: Pilot reported a cylinder malfunctioned; causing engine power loss resulting in a diversion and precautionary landing.
Date: 201407
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying from ZZZ to ZZZ2 at FL360 we encountered a forward cargo fire warning indication. We complied with the appropriate checklist and landed at the nearest suitable airport.


Second narrative: Emergency landing and passenger evacuation in ZZZ2. Great training and quality personnel made this event go smoothly in a very high stress emergency situation.


Synopsis: A B737 flight crew received a forward cargo compartment fire warning while in cruise at FL360. They completed the associated emergency checklists; advised ATC; landed safely; and evacuated the aircraft.