elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL320 ECAM showed HYD Y sys lo and quantity indicated zero. Accomplished ECAM actions in accordance with checklists and advised Dispatch and Maintenance Control. Elected to continue to ZZZ. During descent on autopilot aircraft abruptly pitched down; autopilot disconnected and ECAM momentarily showed HYDB + Y sys lo pr.Recovered aircraft from pitch down and [Requested Priority Handling] with mayday call. The ECAM HYD B 'self-healed' and disappeared from ECAM display. We used the 7700 ACARS feature to notify Dispatch. Apparently; it did not work according to our Dispatcher. Accomplished non-routine landing considerations checklist; coordinating with cabin crew and ATC. Did not re-engage autopilot for the remainder of the flight and hand flew the approach. There is a discrepancy between ECAM and the manual on turning on Y system engine pump during approach. We chose the ECAM guidance and turned on the pump after configuring.We expected only one reverse on rollout; but had indications of normal reverse on both engines. Taxied to gate with [Crash Fire Rescue Equipment] following. Terminated emergency with ground after shutdown. On post flight; First Officer found fluid covering the bottom of the airplane; in the left wheel well and on the left main landing gear. During the van ride to our layover hotel; the Flight Attendants told us a burning mechanical smell in mid cabin occurred soon after the pitch down.




Synopsis: A319 First Officer reported loss of hydraulic fluid and an associated pitch down resulted in a priority landing.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Critical; 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 on approach we encountered icing conditions on the approach. Warning system started going off. Approach asked us to slow multiple times but since unreliable airspeed was on Captain's side we were correcting airspeeds on his side then started getting more bells. We started to complete QRH but we were being directed at the same time trying to figure out which side was correct. We informed Approach on the problem and completed verification of the problem side. We transferred controls to FO side and completed the approach and landing with no further issues. Threat icing conditions; Threats close proximity on approach to final approach fix; Threat trying to run QRH and verifying good side while on close final; Threat airspeed indicating 160 and really doing 260. [Lesson] learned from this would be to cancel approach clearance; get vector heading and work the problem with more time and the controller not yacking in your ear continuously after making him aware of our discrepancy in airspeed; and him to continue to issue slower speeds to us; while continuing the approach.




Synopsis: CRJ-200 First Officer reported icing conditions resulted in Captain's airspeed indicator errors.
Date: 201206
Local time of day: 1801-2400
Location: DEN.Airport, CO
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DEN
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: A320 taxied out with an associated Data Block on the ASDE-X. When I asked CD for a flight progress strip; I was told that the old flight plan had been removed from the system and a new flight plan had been filed. I checked the ASDE-X and the A320 was on the old beacon code and not the new code. Had CD not been aware of the situation I could have taxied the A320 out and the flight would have departed on the old code and clearance in this case; the filed route was the same. I have seen this before; when a proposed flight plan is removed from the NAS; the data is not removed from the ASDE-X. I believe this is a serious flaw. Last summer I was working LC when a flight departed on an old clearance (different route) and did not discover the problem until the flight was airborne and had to ask the Departure Controller to fix the problem. When a proposed FP is removed from the NAS; the data should be removed from the ASDE-X. I can see no reason that this is not the case.




Synopsis: DEN Controller voiced concern regarding the ASDE-X equipment noting that beacon changes are not updated to reflect the correct aircraft/flight; adding that changes in the NAS equipment should be reflected in the ASDE-X logic.
Date: 201709
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Beechjet 400
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were assigned a crossing restriction to cross ZZZ VOR at FL180. I watched my copilot adjust the altitude selector and program the FMS. I reprogrammed the angle of descent and was certain I selected VNAV myself on the mode select panel. We were the only aircraft in the sky last night so everything was silent. We were just cruising along when I started wondering about our next ATC handoff. That's when I noticed we were crossing ZZZ VOR still at FL310. VNAV had apparently not been selected. I immediately initiated a descent and as soon as the descent was establish the controller; sounding a little confused; gave us that frequency change I had been waiting for.


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


Synopsis: BE40 flight crew reported a failure to begin a descent when cleared for a crossing restriction on the route of flight.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Aircraft was pushed into catering truck on push back from gate. Failure of wing walker to stop tug driver before wing tip struck the back of the catering truck. Catering truck being over the clear line at the gate. Low visibility due to heavy rain; high winds; and darkness. I have no idea why the personnel working could not do their jobs. It is a simple task to signal the tug driver if the wing is going to contact something.


Second narrative: The weather was horrible. Heavy rain and wind. We had to wait a while to get a crew out for pushback. It was late; I'm sure they were fatigued and beat up from inclement weather they had been dealing with all day.


Synopsis: A319 flight crew reported contacting a catering truck during pushback from the gate.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [In flight] we experienced a rough running engine. [We] notified Tower that we were making a precautionary landing in a parking lot. Landed the helicopter and inspected for anything out of the ordinary. [We] called company Maintenance to take a look at the aircraft. Company owner and Maintenance arrived and owner flew the aircraft to [home base].




Synopsis: HU-269-C Instructor pilot reported experiencing a rough running engine; so a precautionary landing in a parking lot was performed.
Date: 201505
Local time of day: 1201-1800
Location: ZTL.TRACON, NC
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
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Confusion; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was working the Rocket sector when I was told by my supervisor to give Aircraft X 'Slowest practical speed'. I have seen tremendous safety issues with this over the last few months so I asked; 'From Traffic Management Unit (TMU)? Is he following someone?' The supervisor responded with 'I don't know'. I called TMU from the console and asked what the speed was for and they told me it was to help with spacing to DFW behind Aircraft Y. At the time Aircraft Y was in Gadsden sector's (R3) airspace and Aircraft X was entering the same airspace. I told him I would make sure Gadsden knew to provide the required spacing. I did. I told my supervisor that I wasn't going to give the speed and voiced my concern about the extremely dangerous situation that can be created when TMU gives control instructions without seeing the traffic picture. He responded with; 'I don't care; its above my pay grade.'  I will continue to report this situation. It is extremely dangerous for TMU to give control instructions from the front. It is also dangerous to have a supervisory culture that is flippant about safety issues that are brought to their attention in good faith. TMU should never give separation instructions to a controller regarding two aircraft in the same  or adjacent sectors. They are not controllers; they are coordinators.  I have seen several near deals/collisions from these instructions being sent out. It also is a tremendous disservice to the pilots and flying public. If TMU says 'give [Any] Aircraft slowest practical' and I give it; it may be 4 or 5 sectors or more before someone questions it and resumes the aircraft. Meanwhile; you have slowed an aircraft to Mach .62 for 300 miles and delayed the flight. Further; by doing this; you cause a ripple effect that can delay the entire air carrier for the day. I am not saying it isn't feasible every once in a while but this is happening daily.  Several times per day.




Synopsis: ZTL Controller reports of being told by  Front Line Manager (FLM) to slow a specific aircraft to the slowest practical speed. Controller doesn't do this and coordinates with another sector.  Controller states Traffic Management Unit (TMU) should not be giving control instructions.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Training / Qualification; Time Pressure; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Airport; Aircraft; Procedure
Primary problem: Aircraft

Narrative: Shortly after takeoff; the aircraft propeller RPM fell to about 450 RPM. An attempt was made to try to feather the propeller and there was no control of the propeller. The Tower was advised that immediate landing was required. The Tower cleared me for landing. While on base to final; the Tower cleared another aircraft for takeoff. The aircraft delayed the takeoff roll and the Tower kept commanding the aircraft to vacate the runway or takeoff immediately. The Tower then instructed me to go around. I advised the Tower that going around was not an option as I could not safely execute a go around (I was fully configured for landing and had a propeller that was creating drag). The aircraft on the runway finally took off and I landed while that aircraft was on the upwind. The Tower advised the aircraft on the upwind that he may have committed a pilot deviation.




Synopsis: A C421 propeller RPM dropped to about 450 after takeoff so the pilot attempted unsuccessfully to feather it and when unable made an emergency return to the airport.
Date: 201710
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were assigned to operate to ZZZZ1 at night. On both nights Dispatch wanted us to fly to ZZZZ1 in violation of company policy stated in the FOM. On both nights there was volcanic activity in the vicinity of ZZZZ1.  The volcanic ash was emitting from the volcano east of ZZZZ1 and the ash cloud was traveling west. On the second night explosions in the caldera were reported and the seismic monitoring equipment and webcam went off line. At no time when Dispatch wanted us to launch could we have complied with company policy. The ash charts we were provided had truncated cones due to the ash merging with cloud cover and did not provide a prediction of the location and limits of the ash cloud. On the first night we spent over 5 hours on the aircraft before going back into rest. On the second night we spent over 12 hours on the aircraft as we requested updated information and verification from management that they wanted us to violate company policy. The cavalier manner in which safety policies are being ignored could lead to tragic consequences.




Synopsis: Air carrier Captain reported that his company attempted to have them fly to an airport which was in close proximity to the ash cloud of an active volcano in violation of the Flight Operations Manual.
Date: 201711
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
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)
Second reporter function: Pilot Flying; First Officer
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 in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 1.5 hours into the flight; crew was alerted by CDU message 'FUEL DISAGREE - PROG 2' and observed 3;600 lb difference between Total and Calculated fuel quantity. Fuel leak was suspected and QRH checklist referenced. Center tank fuel had just been exhausted. Slowly increasing fuel imbalance between left and right main tank and visual inspection of left engine confirmed fuel leak. Decision was made to divert to [a nearby alternate]. ATC [was advised] and diversion requirements communicated. Diversion coordinated with Dispatch and cabin crew; passengers advised. Landing performance data obtained for overweight landing and appropriate checklists referenced. Uneventful landing.


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


Synopsis: B757 flight crew reported diverting to a nearby alternate after confirming a fuel leak from the left engine.
Date: 201811
Local time of day: 1201-1800
Location: DAY.Airport, OH
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZID
ATC / advisory: Center ZID
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

Narrative: Climbing out of DAY on the Dayton 6 SID; as we passed 10;000; the Center controller said just maintain the SID speed through 14;000 then resume normal speed. To this the Captain and I looked at each and said 'what SID speed?!' Our SID charts were up (our company uses Jeppesen on iPads) and displayed so we made quick work of re-scrutinizing the chart and saw that towards the bottom of the chart in the plan view a small; fairly nondescript text box saying 'Aircraft filed over CVG VOR MAINTAIN 250KT until advised by ATC.' We had barely started to accelerate and ATC never said a word; so I am pretty sure there was no violation; nor loss of separation. My reason for writing is this; we are one month away from it being 2019; over one hundred years and counting of aviation and still our charts are terrible!! Standardization is severely lacking. Our company advises us to review the four corners of a chart so as not to miss out on any notes. Well this note is not really in one of the four corners; nor is it bolded or put in red font like other speed restrictions are. Even the initial altitude (5;000) is not very conspicuous; which it should be---take for example the SIDs in ATL. This is beyond ridiculous. Every pilot and/or crew is presented with a number of threats when sitting on the ground preparing for a flight; distracting you; throwing you off your normal patterns; besides the fact that we traverse hundreds of airports each with their own multitude of nuances every year. Briefing departure should not be a 'Where's Waldo' challenge.




Synopsis: Air carrier First Officer reported not recognizing a charted speed restriction on departure out of DAY.