elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 1801-2400
Location: M98.TRACON, MN
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 MSP
ATC / advisory: TRACON M98
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were being vectored for a visual approach to Runway 12R. The final published speed on the NITZR2 arrival is 230 KTS; and we were maintaining that speed. ATC gave us a descent to 4;000 [feet]; and then a base turn and a descent to 3;000 [feet]. Somewhere between 4;000 and 3;000 feet; ATC said 'Aircraft X you have left Class Bravo airspace and will reenter in around a mile.' I acknowledged the call and the pilot flying continued calling for configuration changes as we prepared to land. Our base turn was well before DOLEE on the arrival; so we couldn't have been under the MSP Class Bravo airspace for more than a few seconds; but we were at 230 knots.




Synopsis: Pilot reported being told by ATC that they have left the class Bravo airspace but will enter again in around a mile. Pilot acknowledged the call and felt they could not have been out of the Class Bravo for more than a few seconds; but were at 230 knots while under it.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; 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: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at cruise when we noted the right engine oil pressure at 6 (normally around 12). We see that the number was going down; showing that we are losing oil. I started to go through the iPad QRH for an appropriate checklist. While looking; the Captain said 'your aircraft' so I took over pilot duties (it was his leg). He was looking at the Low Oil checklist when the oil qty went to zero; and the Captain decided to just shutdown the engine before it got worse. We [advised ATC] and a turn back towards ZZZ. We ran the engine shutdown checklist. I was flying; he was doing the checklists; radio; and the procedures; as recommended by our training department. We were still over max landing weight; and needed time to run all the supplemental checklists and procedures; so we decided to land at ZZZ and burn fuel to get under max landing weight at the same time. The single engine ILS into ZZZ was textbook. We taxied off the runway; was inspected by CFR; and then taxied to the gate.The Low Oil Quantity checklist is not easily found; as it is not in the index as 'low oil quantity' or 'oil low quantity' and it only reference oil pressure in the index.There was no audio or visual alert; when the oil quantity was half what it was supposed to be. We just happened to catch the small indication on the lower screen; and watched it drop to zero. I don't think we could have caught it any faster than we did.


Second narrative: Oil quantity on the Number 2 engine went to 0.


Synopsis: B737-800 flight crew reported loss of engine oil; causing an in-flight shut down and a diversion to a precautionary landing.
Date: 201810
Local time of day: 1201-1800
Location: CLT.TRACON, NC
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E CLT
ATC / advisory: TRACON CLT
Aircraft component: Navigation Database
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; 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; Air Traffic Control Issued Advisory / Alert

Narrative: Aircraft made a turn direct Nashville after crossing BOBZY Intersection on the BOBZY3 departure. Departure asked where we were direct to. We stated ZZZ. They came back and said we were the third aircraft in an hour to have done that and that it appeared the FMC was dropping the remaining fixes of the departure that would have taken us further west and THEN heading to ZZZ. The flight plan was checked on the ground in concurrence with SOP and all fixes appeared to be in order. ATC said they had cleared up our flight plan and not to worry about it; but that they would query companies on what might be occurring with the current navigation database upload.We also had a fleet manager on board who concurred with what ATC said.  Apparently; this has been brought to the attention of the company recently due to the fact many of our aircraft have had this happen.Company needs to have an alert sent out warning crews of this issue with the BOBZY3 at CLT.  Yet again; we have issues with automation out of this extremely over complex airport.


Second narrative: [Narrative contained no additional information.]


Synopsis: B737 NG flight crew reported a track/heading deviation during departure from CLT airport while on the BOBZY3 departure due to an apparent navigation database error.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Approximately 3.5 hours into [the] flight the First Officer (FO) reached for his O2 mask and realized we had no [flight crew] O2; the gauge read zero. I asked the A flight attendant to bring an O2 bottle to the flight deck. The FO and I started to search our [tablets] for company guidance on this type of event. While the FO searched I made a sat call to our dispatcher for guidance on this issue. Dispatcher sent me a flight plan at FL250. With this information elected to descend to FL250 for remainder of the flight. The masks were stowed from [departure] to the time we took our break. Both FO and I recall testing our masks and determined that we had about 1;500 PSI O2 prior to departure. Remainder of flight uneventful; further evidence we never know where treats may present themselves and to remain vigilant. The event was handled well; with good guidance from [flight operations]; Dispatcher; and crew to minimize the other threats an event like this can cause. Not sure; one of the crew masks may not have been stowed properly.




Synopsis: A B737-900 Captain reported noticing about halfway through a transcontinental flight that the flight crew oxygen showed zero pressure. The flight descended to FL250 for the balance of the trip.
Date: 201604
Local time of day: 1801-2400
Location: ZKC.ARTCC, KS
Weather elements / visibility: Rain; Turbulence
Light: Night
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: I was working Sector 66/68. Aircraft X was cleared from GBD to ZZZ. When Aircraft X departed GBD I issued the pilot the weather between himself and ZZZ. As he got closer to the precipitation I called ZZZ approach and got flight conditions from another Aircraft X company that was at 070 currently going through the precipitation. ZZZ approached advised that the [aircraft] @070 was experiencing severe turbulence. I advised Aircraft X and he requested 030. I knew that I would not be able to talk to him at that altitude and ZZZ already had the handoff so I advised Aircraft X to contact approach and they would have lower for him. A few minutes later I noticed Aircraft X making a left turn away from the weather. The pilot checked back onto my frequency descending saying that he was in severe turbulence and needed to return to GBD. Aircraft X was above the MIA around 3500 ft so I issued him a clearance to GBD via direct and if able maintain at or about 3400. The pilot advised that he was unable and he had experienced extreme turbulence. Aircraft X finally leveled off around 2800 ft. I advised the pilot again that the MIA in his area was 3400 and if able climb an maintain 3800 (which is the MIA enroute to GBD. I issued the pilot the NOTAMS and Weather for GBD and a few minutes later the pilot reported GBD in sight. I cleared Aircraft X for the visual approach and the pilot cancelled his IFR. Equip all aircraft with weather displaying equipment.




Synopsis: ZKC Controller reported of an aircraft that had difficulty reaching its destination due to weather and turbulence. Aircraft turned away from destination and had to return to departure airport.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were climbing from ZZZ enroute to ZZZ1.  Climbing past approximately FL320 (32;000 feet); we heard the cabin altitude warning horn with the associated warning light.  The three of us immediately donned our oxygen masks.  As the non-flying pilot; I completed the associated quick action items according to the QRH (Quick Reference Handbook).  The cabin pressure was leaking and was not controllable.  It was not a rapid decompression; but it was steadily rising above 10;000 feet cabin altitude.  We got an immediate clearance from ATC (Air Traffic Control) to descend and return to ZZZZ.  The remainder of the QRH items were completed and we landed at ZZZZ normally.  There was no other indication as to why we had a depressurization.  All door lights were extinguished; there was no abnormal system warning of any kind; etc.Perhaps this aircraft could use some extra scrutiny in the hangar by the maintenance department.  I know it is a high time/cycle aircraft.




Synopsis: B737 Captain reported a cabin depressurization during climb and decided to return to the departure airport.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I came in for a full stop [and] landed at approximately 65 KIAS in a nose wheel attitude and quickly started to skid toward the left. The nose started to wheelbarrow and I applied the brakes which made the plane impossible to control. The plane veered off the runway and into the grass. It ended up 180 degrees in the grass. [Neither] the plane's prop nor wings ever hit the ground. The Tower immediately radioed to check on me. I was shaken but fine. The crash team was dispatched. I was able to throttle up and exit the grass onto the runway after the crash team had evaluated the undercarriage of the plane. [A] Mechanic looked over the plane and found that it was safe to fly. I flew it back to [home base] with an instructor 2 hours later. The plane was never grounded by the airport or the mechanic.




Synopsis: Student pilot in a PA28 reported landing on the nose gear; losing control; and departing the runway. No damage reported.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: 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 Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Immediately after takeoff we received two ECAM warnings indicating 'Engine EGT Over limit' for both engines 1 and 2. I was the pilot flying and continued the climb while my FO checked the QRC and found that our issue was not referenced. As the Captain; I chose to continue as the pilot flying at that time because we were still in the takeoff phase with flaps extended and the auto pilot would not remain engaged for more than 2 or 3 seconds before disconnecting. I was not comfortable transferring control at that point. After flap retraction and the after takeoff checklist completion we then turned our attention to the ECAM actions. The procedure leads you to shut down the engine. Obviously that procedure is intended when only one engine is affected; not both. My FO along with another A320 Captain and FO occupying our flight deck jumpseats scoured their QRH's for any information that might be helpful but found nothing. With no guidance other than to shut down the engine(s) it was quite obvious to me that my only rational choice was to return to [departure airport] and perform an overweight landing. All appropriate communications were accomplished with company; crew and passengers. Landing distance assessment for the overweight landing was accomplished; I briefed the approach; flew the approach; landed softly and taxied to the gate.




Synopsis: A321 Captain reported returning to departure airport after experiencing high EGT in both engines shortly after takeoff.
Date: 201905
Local time of day: 0601-1200
Location: JVL.Tower, WI
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D JVL
ATC / advisory: Tower JVL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was flying a C150 in the pattern for runway 22 at JVL. I was number two on 2-3 mile final at about 900 feet. The aircraft in front of me reported '[Callsign] going missed' and immediately made a hard right turn and climb. I immediately queried them as to the reason of their go-around due to the notable evasive action. They responded that traffic [an Ercoupe] had just passed underneath them. I immediately began a climbing right turn to attempt to avoid the traffic; which I could not see. About 15 seconds later; I sighted the Ercoupe coming straight at me; about 100 feet below. I initiated an immediate climb to build space. They passed underneath me and continued through the final approach course. At the point of closest approach; I estimate the Ercoupe passed within 100 feet horizontally and 200 below me. Following the miss; I reported the position of the Ercoupe to JVL tower (they had asked the Ercoupe where they were and the Ercoupe had not responded) and rejoined final for a landing.I believe what caused the issue was the Ercoupe incorrectly reporting their position throughout their attempt to land at JVL and the tower's lack of radar capability. The Ercoupe reported numerously that he was in the left downwind for 22; when in reality it appears he was in a very wide left downwind for 36. Because tower only could rely on the position reports coming from the aircraft (which were incorrect); they had no idea where the Ercoupe was until we reported his position heading directly up the final approach course. To rectify this issue; I believe that the tower at Janesville needs increased surveillance capabilities and as always pilots need to remain proficient in their ability to navigate the airport environment. Of note is the fact another NMAC occurred a couple minutes later at JVL involving two separate aircraft (described in another report from one of the pilots involved); which I believe can also be partially attributed to the tower not being able to keep up with the traffic due to lack of radar capability and the base turns being pushed 3+ miles from the airport; making it hard for tower to keep up with who was who.




Synopsis: Cessna pilot reported an NMAC with an aircraft that did not know where it was at and had reported a different position in the traffic pattern of JVL.
Date: 201702
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were flying to ZZZZ at FL330. We had just crossed over the ZZZZZ intersection and therefore from ZZZ Center to ZZZZ Control. The First Officer noticed the engine display white and boxed. It was clear the number one engine was losing oil quickly. It was down to 18 percent and quickly fell to 16 percent and trending downwards. We had left with 98 percent. An engine failure appeared to be imminent. The QRH was referenced. Low oil quantity is not referenced in the QRH. We were prepared to run the High Oil Temp or Low Oil Pressure Checklist when needed. I [advised] ATC and requested lower and a 180 degree turn towards ZZZZ1. A turn and lower was given by ZZZZ Control and we were switched back to ZZZ ARTCC.A flaps 15 landing was decided upon in case the engine failed on approach. Dispatch; F/As; Passengers and ZZZZ1 ops were all brought into the loop. Dispatch was contacted though ARINC; but due to poor reception; an ACARS message was sent additionally to ensure communication. We landed on Runway XY in ZZZZ. On approach; which was 15-20 minutes after oil leak discovery; the oil quantity was down to 10 percent. All other engine parameters indicated normally. A two engine approach with flaps 15 was successfully completed. Once at the gate; a visual inspection of the engine by both the First Officer and me was performed. There was a large amount of oil leaking from the number one engine; validating our oil quantity gauge. Once on the ground; Dispatch; the Chief Pilot on Call; Operations; and Maintenance were are all spoken to. The passengers were kept in the loop.We continued to stay with the aircraft and assisted Contract Maintenance in an engine motor. The intent was to find where the leak was to help Company bring the proper parts and tools. With the oil refilled to 100 percent and the engine motored for a short period the oil quickly drained from 100 percent to 88 percent and poured out of the accessory gear box.


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


Synopsis: B737 flight crew reported an oil leak in flight that required them to divert.