elihoole/asrs-aviation-reports huggingface dataset:
Date: 201305
Local time of day: 0601-1200
Location: EGTT.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
ATC / advisory: Center EGTT
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: While in cruise flight the right engine was inadvertently shut down when a window shade fell onto the right engine fuel control during light turbulence. The flight crew took immediate action and slightly decreased pitch to account for decreasing airspeed. The crew was aware of what caused the engine to shut down and corrected the problem by returning the fuel control to the run position. The engine spooled back to cruise power and the aircraft was returned to the assigned altitude of FL390. Altitude loss was estimated to be no more than 300 feet. The event did not cause a response from ATC. The crew evaluated the matter; called company operations control; explained the event and continued on to destination.


Second narrative: No engine or airframe limits were approached or exceeded during the event.


Synopsis: When a windshield sun visor fell from its hanger on a B767-300ER in cruise at FL390 it struck the right engine fuel control; causing it to move to the cutoff position and shutting down the engine.  The flight crew promptly returned it to the run position and the engine restarted.  A loss of 300 feet during the episode went unnoted by ATC and the flight continued to destination.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise; having just passed over ZZZ airport. Was navigating to fly through a wide gap in thunderstorms approximately 40 nm south of position. Noticed the Avidyne Multifunction Display (MFD) flicker; followed immediately by the smell of electrical burning/arcing. Elected to turn 180 deg immediately and informed ATC my intention to land at ZZZ with priority handling. I had my copilot get the ATIS for landing information while I descended rapidly through the OVC layer. No fire; no smoke. Display remained on during descent; but smell continued. Due to altitude and short distance to ZZZ; I overshot airport and had to spiral back; all in IMC. Broke out of OVC on downwind to runway; saw runway and landed visually. Was able to taxi to the ramp and shut down without further incident. Call made to ZZZ tower as requested.In hindsight; I could have pulled the breaker for the MFD and relied on my GPS or iPad for navigation to ZZZ. The display continued to function without smoke; however; and I used it to locate the airport as I spiraled down in IMC.




Synopsis: SR22 pilot reported that during cruise the Multifunction Display flickered then he smelled electrical burning/arching.
Date: 201701
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B NYC
ATC / advisory: TRACON N90; Tower LGA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The departure procedure was to fly the LGA 5 Departure Whitestone climb off of Runway 13. The engine out procedure for Runway 13 is to turn to heading 149 at 1 DME then turn to heading 134 at 2.4 DME. On the fix page; I put a ring at 1 DME from LGA VOR and a ring at 2.4 DME from LGA VOR for the engine out procedure. I should have put a 2.5 mile ring (for the 2 engine LGA departure); but by mistake; I put 4.1 DME ring on the fix page. After takeoff; we turned right heading 180 and at approximately 3 miles; ATC said to turn left heading 340 degrees. We took off in VNAV and heading mode for the departure.


Second narrative: Predeparture briefing we briefed the planned departure. LGA 5 Whitestone climb. The FO read the departure and climbout back to clearance; and at number one holding short of runway 13 I reminded the FO turn to 180 then at 2.5 DME turn left to heading 040 don't exceed 210 knots. We started the takeoff roll and the FO pushed the power above the planned N1. That was a distraction on takeoff.On climb he did not turn to 180 degrees. I had to tell him to turn. I was busy with gear and flaps but I watched the DME and at 2.3 DME I called out coming up on 2.5 he did not turn left. I said turn left he said no it's 4.1 DME. I said no it's left to 040. He said no 340. Now we were well past 2.5 and the tower controller had given us a switch to departure. I was busy trying to get the FO to turn left and I didn't switch. A few seconds later the tower guy says are you still here? I said yes I'm switching now and he said turn left now to 040. Now the FO started turning left. I knew JFK airspace was close by. I switched and the departure guy said make a tight turn to 360. We did. No further issues. The FO had highlighted the wrong climb out on his iPad.


Synopsis: B737 flight crew reported being cleared to depart LGA via the LGA 5 Whitestone climb. The First Officer attempted to fly the Maspeth climb until the Captain and ATC intervened.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Departed from gate with a completely full aircraft. Taxied south on Taxiway K for Runway 36R departure. As soon as we turned onto B we were chimed from the cabin and received a report of smoke in the cabin. I pulled the aircraft onto the ramp area of the a terminal and stopped. I had the First Officer opened the door to see the situation. He reported significant smoke. I decided the best action was to make an expedited taxi back to a gate to get the people off while requesting the emergency equipment. We did declare an emergency. I wanted to try to get to a gate as it was 100 Deg OAT and an evacuation had it's own hazards. We turned the packs off which did stop the smoke from getting worse. We reached a gate very quickly and deplaned the people without incident.

Callback: The Reporter stated that the packs had been on for about five minutes when suddenly the cabin filled with smoke. Maintenance reported that a pack had overheated and was the source of the smoke. The only known injury was an elderly passenger who reported being light headed. No other passengers or crew members reported ill effects.



Synopsis: An MD-82 pack overheated during taxi-in and filled the cabin with smoke; so the crew declared an emergency and returned to the gate where passengers were removed on the jetway.
Date: 201505
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 34;000 feet; [the] right engine oil bypass light illuminated. Engine shutdown; performed QRH procedure. Diverted to nearest suitable airport. Landed uneventfully. Maintenance advised crew engine change required.




Synopsis: B767-300ER Captain reported shutting down the right engine in cruise flight because of an oil bypass light. Flight diverted to the nearest suitable airport.
Date: 202111
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Gate Agent / CSR; Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight; Routine Inspection; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: At XA:25 I observed a Company driver dropping off a box for outbound Aircraft X; ZZZ. The shipment 25 contained Dangerous Goods (Radioactive material). The agent who brought the box to the gate carried it by the handle with the handle side on top. There were package orientation markings showing that a different side of the box should have been pointed up; but that marking was covered by company tape placed on the box. Because of this; the transporting agent probably did not see that the package needed to be carried with a particular side pointed up; and did not follow the orientation marking directions.




Synopsis: Air Carrier ground personnel reported improper labeling and handling of Hazmat cargo shipment.
Date: 201808
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: During preflight walk around; paperwork was handed to me with radioactive material in belly and nose. I ask what is the exposure duration for the flight; and no one could tell me so I said the material needs to come off. Captain has not arrived; but he will make the final determination. Captain arrives and looks at paperwork; ZZZ Station Manager along with [Operations] Chief discusses issue and I speak with [Operations] Chief on phone. Captain references the PPM radiation chart showing load is within limits. I explain to both [Operations] Chief and ZZZ Station Chief that paperwork needs/should include total exposure to crew and passengers during flight. Both [Operations] Chief and ZZZ Manager agree our paperwork should reflect that. Consequently; we proceed with the flight. My concern was strictly safety related for myself; crew; and passengers. I believe strongly this information; when carrying hazardous cargo (radioactive cargo); needs to be included. I promised the [Operations] Chief I would submit a report. [We departed] 2 minutes prior to scheduled departure time. Potential information missing on paperwork. Exposure duration for entire flight.




Synopsis: B737 First Officer reported company HAZMAT procedures were missing significant tolerance information.
Date: 201602
Local time of day: 0601-1200
Location: SNS.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E NCT
ATC / advisory: Center ZOA; TRACON NCT
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I was enroute to KSQL IFR on a VMC day. I was located at approximately the SNS 335 degree radial at 15NM level at 6;000 feet. I was talking with Oakland center on 128.7 and was given a handoff to NORCAL approach on 124.52. Just after hearing and acknowledging the handoff I noticed two aircraft ahead of me and slightly to my right at my altitude and flying in the opposite direction converging at a very high rate of speed. They were both banking to their left such that one passed to my left and the other to my right each at a distance of about 50-100 feet from me. I was afraid to bank in either direction; and did not climb or descend as I had no idea what either one of them would do- I flew straight and watched them pass to either side of me. They both appeared to be vintage Yaks (maybe 52's) with the one to my left having overall green paint and a red star. I called back to Oakland center and reported the incident- center said they showed a single primary target near my location at about my 11 o'clock position- I explained what I saw and was asked for details- I reported to center what I am reporting here and they thanked me and that was that.




Synopsis: A Cessna pilot reported a near-mid-air-collision with two VFR aircraft while on an IFR flight plan. Neither ATC Center nor TRACON advised the pilot of traffic; and when questioned; reported only a single primary target in the area.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: GPS & Other Satellite Navigation
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)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: On our way to destination; we were vectored off course. Then received clearance direct to a fix. While going direct; ATC said that our course was off. We then received radar vectors in VMC to a visual approach without any incident. As we got closer to our destination; that's when it became evident that the FMS position did not match our actual location.System wide GPS failure that required us to auto-tune the FMS. We auto-tuned as the procedure instructed; but during the flight; we manually tuned in VORs to cross check our location. By doing this; it changed auto-tune to manual FMS mode. Since we were on radar vectors I could not locate the fix in green needles in a timely manner to cross check that our FMS showed. Because the FMS reverted to manual mode the location was incorrect and was not apparent until we got closer to the destination. Instructions for GPS inop should be more thorough and covered in more depth through initial training; such as using auto-tune and being aware that the FMS revert to manual mode and how to recognize this.




Synopsis: CRJ-200 First Officer reported a navigation problem which was related to FMS and GPS issues.
Date: 201304
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On climbout the filed altitude was FL330 ATC told us to maintain FL310. He said he needed us at that altitude for a while. We both decided to get coffee and while pouring the coffee; ATC gave us a climb to FL330. I set FL330 in the FCP and pulled the knob. Distracted with the coffee pouring; I failed to confirm the aircraft going into the climb mode. A few minutes later ATC called and said; 'Didn't I give you a climb to FL330?' We said; 'Yes.' I realized my mistake.


Second narrative: [Narrative 2 contains no additional information].


Synopsis: A300 flight crew; distracted by getting coffee; failed to execute a climb to a higher altitude until alerted by ATC.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed 1.5 hours after scheduled; due to delays associated with winter operations and ATC traffic flow. On climb out; passing 15;000 feet; field configuration light illuminates; in conjunction with a 2;200 lb fuel imbalance. The same scenario occurred on the previous leg; around the same altitude.In compliance with the QRH; turned on cross feed pumps to balance the fuel. Immediately upon configuring the aircraft for cross feed; the Master Warning light and associated EICAS notifications illuminate. Over the next 20 minutes; the EICAS messages and warning lights illuminate intermittently; and the fuel quantity gauges sequentially fail. The left quantity gauge indicates a fuel loss of nearly 14;000 lbs (16;000 to 2;200 lbs); fails; and then resumes indicating with inaccurate quantities. The totalizer also fails or reports inaccurate quantities.We accomplish the QRH procedure for a suspected 'fuel leak' which directs us to not accomplish the cross feed procedure. We also coordinate with the Flight Attendants (FA) to visually check to see if they can detect fuel possibly leaking from the wings as contrails. They verify that they do not see any fuel leaking.We immediately contact dispatch and Maintenance via SATCOM to discuss the situation and possible resolutions. We indicate that we're fairly certain that it is probably an indicator problem. However considering the the operational and weather situations in Newark; we are uncomfortable taking a plane with known malfunctions into a degraded airport; when we have viable stations to divert to with adequate support. After coordinating with Dispatch; Maintenance Control and the Duty Manager; we concur that we will divert into ZZZ.We execute the divert in accordance with Flight Manual procedures; and land without incident.




Synopsis: B757 Captain reported a fuel quantity gauge and fuel pump anomalies during climb out and elected to divert to a suitable alternate for maintenance.