elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 1801-2400
Location: N90.TRACON, NY
Light: Daylight
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Airspace Violation 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: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I was working Camrn/Lendy position in the Kennedy Sector of the NY TRACON. We were in the middle of our daily afternoon push and I was feeding Final position the SOP feed for Runway 22L/22R approach. We were busy so we had just put ZNY Camrn Sector; and ZNY Water Sector in a hold and were running traffic from ZNY Lendy Sector. I had numerous IFR traffic on my frequency all descending to the same altitude on radar vectors assigned by me to put in line to feed the Final Controller. I received an extremely loud high pitched tone through my headset. I yelled 'OW' and the Final Controller then looked at me and said 'you heard that too?' I told him I did and we both then realized our frequencies were no longer working. The other two positions in the area did not receive the tone and their frequencies kept working. At this point; I called the Lendy Sector and told them to hold because we lost frequencies. I then proceeded to try our backup jacks and backup frequencies. I was able to get my frequency to work and then proceeded to stop aircraft descents so that I had altitude between all aircraft. The Final Controller's frequency still wasn't working; and neither was LGA Final Controller's; which is a big deal due the finals being right next to each other at the same altitude. Since Final still didn't have a frequency I began to spin the aircraft in my airspace. The Rober position also took some aircraft from me to spin in their airspace so that I had no planes at the same altitude. In the course of planes being vectored; altitudes maintained; I may have entered LIB SOUTH and ZNY airspace; although it did not cause a loss of separation between any aircraft. I don't know why we lost frequencies; but if they figure out why; maybe they could change it so that LGA FINAL and JFK FINAL are on two different sources so that they don't lose them at the same time. The proximity of the finals is dangerous enough as it is.




Synopsis: While working a busy afternoon push of arrival traffic; the reporter received a loud tone in the ear. The tone may have been associated with instantaneous frequency loss. Reporter separated traffic but may have violated adjacent airspace.
Date: 202109
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: We got Bleed 2 Over-Temp red EICAS messaged. We ran the QRH and after the issue did not resolve; we decided to return to ZZZ. After spending 30 minutes on the ground getting the filter to Bleed 2 cleaned as that's what they thought the issue was; we departed again for ZZZ1. Our configuration on takeoff was Bleed 1; APU bleed; cross-bleed open; Pack 2. Climbing through 9;000 ft.; the same issue of Bleed 2 Over-Temp occurred. We ran the QRH and after opening the APU bleed; we got the Bleed 2 temp to drop into the white margin. We tried multiple configurations on the pneumatic panel before we came up with that solution. We noticed the airplane was not pressurizing; and we got the 'Cabin Altitude High' alert at FL190. We told the controller we needed lower [and] he responded; 'Give me a minute.' As I started to feel lightheaded and dizzy; I knew I didn't have a minute; so I [requested priority handling] and used the Pilot in Command authority to get a lower altitude and we returned to ZZZ for the second time. They manually closed the Bleed 2 Valve; and we opted to stay at 11;000 ft. and go down to ZZZ2 and over to ZZZ1. The rest of the flight had no further issues; and we landed in ZZZ1 around XA:30.[The cause was] bleed system issues and PACKS being inoperative. A lot of this situation required trial and error and reconfiguring the pneumatics panel so there are not many preventive measures we could have taken.




Synopsis: EMB-135 Captain reported the aircraft having bleed air problems and failing to pressurize properly; with the pilot potentially being affected by oxygen deprivation as the aircraft climbed to higher altitudes.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
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 C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was pilot flying; my CA (Captain) was pilot monitoring. After receiving instructions from Approach to slow down to 170 KT until a 5-mile final; we got an IDG (Integrated Drive Generator) fault message. The CA pulled out the QRH and tried to address the issue. Shortly after; we got a multitude of issues. We notified ATC and we agreed that we would be safe to land. Slat flap fail; AT/AP (Autothrottles/Autopilot) disconnect; and more. Suddenly we lost all screens and everything went black. The RAT (Ram Air Turbine) deployed and I had to continue flying using the Captains PFD (Primary Flight Display). The CA [requested priority handling] and was cleared by Approach to land and swap to Tower.CA told the FAs (Flight Attendant) we were making a precautionary landing. Tower said they had the trucks rolling and landed as best we could normally. We dropped the flaps on schedule and noticed that the Slat Flap Disagree persisted. The CA then took over the controls with ample time before the 1;000 feet call and I swapped roles to PM. We notified ATC that we could not verify [if] the gear and flaps were down. Luckily; Tower notified us that another plane verified they were down. We landed uneventfully and taxied to the gate under our own power. No passengers were hurt; only the first row or two knew something was abnormal due to the RAT vibrations; the rest of the passengers were unaware of the incident. [The cause was an] internal electrical malfunction at a time of high workload. Potentially go-around and troubleshoot If issues happen on final.




Synopsis: EMB-175 First Officer reported an IDG failure during initial approach which led to a complete electrical failure and RAT deployment.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While descending to FL240 we were cleared to descended via the ZZZZZ X RNAV Arrival.  I selected 11;000 feet.  Approaching ZZZZZ Intersection I noticed that we were in open descent.  I disconnected the autopilot and leveled off at FL238 and then started a climb back to FL240.  Cause- While level at FL350 ATC cleared us to FL240 with a restriction to descend below FL310.  I selected open descent to meet the restriction.  After being cleared to descend via the arrival I did not select the managed mode.I need to increase vigilance when flying with people coming back from leaves for both PF and PM roles.




Synopsis: Air carrier flying pilot reported an altitude deviation during arrival and cited lack of flying as a contributing factor.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: First Officer (FO) Flying. Entered overcast at approximately 800 AFE [Above Field Elevation]. I reached up to turn on engine anti-ice. Received call to contact Departure. As I contacted Departure; I looked at airspeed and FO was rapidly accelerating through 200 KTS. He had not called 'Flaps Up' (it was a Flaps 1 takeoff). I stated 'Bring your nose up; flaps are coming up now.' As I retracted flaps; I stated again; 'Bring your nose up; you are still accelerating.' Cleaned aircraft up; but shortly after flaps were retracted; got a short duration 'Flap Overspeed' ECAM. Debriefed FO on Flap retraction SOPs and limitations. I was definitely distracted looking at anti-ice; temps; and contacting Departure. In that time; I should have been more aware of FO's profile and our airspeed. FO had recently received a company letter and seemed very distracted over the course of the whole 3-day trip. Overspeed max airspeed wasn't noted; but I expect it wasn't more than 5 knots. Entered into AML and ZZZ1 Maintenance performed an inspection and returned the aircraft to service. We flew the aircraft to ZZZ2 shortly after. FO's distraction with possible furlough; I had just returned from 3 weeks off. 3rd leg of trip and I felt like I was single-pilot for a lot of our trip. I've got to pay more attention to my flying partner when I'm getting task saturated to ensure this doesn't happen again.Should have discussed departure and cleanup procedure in more detail with FO.




Synopsis: Air carrier Captain reported a flap overspeed on departure climbout.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Distribution System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Ground Personnel
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During preflight duties; ramp personnel motioned for me to come down to the ramp; as there was a fuel spill. When I got onto the ramp; I observed a large stream of jet fuel coming from the R main fuel tank overflow. I estimated there were 20-25 gallons on the ramp. Ramp personnel were attempting to contain the spill. I notified Maintenance; and Operations. I stopped boarding.When I returned to the cockpit to enter this discrepancy in the [log book]; I was surprised to find that there was an entry for the previous day; regarding a fuel spill on the ramp. The corrective action of this was that the fuel spill was cleaned up by contract personnel. I entered the discrepancy into the [log book]; and waited for Maintenance. It appeared to me that something occurred in the fuel system that caused the R main tank to be overfilled; causing the excess fuel to be vented overboard.Maintenance personnel arrived; and I explained the issue. The technician seemed to indicate that he may defer the R main tank quantity gauge; refuel the tank; and pump a known quantity into it for our flight. This seemed odd to me; as the R main quantity read 8800 pounds; which would be a proper indication for an overfilled main tank. Maintenance attempted to transfer fuel from the R main tank to other tanks; but when this was attempted; the R main tank; which had stopped venting fuel; began to vent again. Maintenance took the aircraft out of service.There seems to be a very obvious push to get the planes out on time; regardless of maintenance status. In my case; I wanted someone to explain to me in a satisfactory manner; why this aircraft was behaving this way. It appeared that Maintenance was blaming the fuel venting on some fuel pressure issue with the fueling cart/truck. As far as I was concerned; there was an issue with the aircraft that needed to be addressed. Fortunately; Maintenance took the aircraft out of service.




Synopsis: B737-800 pilot reported right main tank overflow fuel spill during preflight.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Physiological - Other; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: While at cruise; the First Officer discovered that the oxygen mask harness at his station did not inflate when the triggers were squeezed and did not retract when released. The mask did provide oxygen flow but did not cradle the head or face making the mask ineffective if used hands free. After some discussion; the crew decided the best course of action was to stop enroute and have the mask replaced rather than continue to destination. We notified Dispatch and Maintenance Control via ACARS; made a logbook entry; and diverted to a nearby regular airport. Maintenance Technicians met the aircraft on arrival and replaced the mask. We then departed to our scheduled destination without further incident; arriving about 45 minutes behind schedule.Preflight procedures need to be changed to require the oxygen masks be removed from their containers to ensure they are working properly. Had a smoke; fire; or pressurization event occurred; the First Officer would not have been able to use his hands other than to hold the mask in place. Donning the Observer mask would not have allowed him to reach the flight controls.




Synopsis: When the First Officer's O2 mask harness failed to inflate for donning B737-700 flight crew diverted to a nearby airport to have it replaced.
Date: 201908
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Aircraft component: Engine Air
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The left air conditioning pack was deferred. On climb out; passing through 4;000 ft.; we got an EICAS red warning message R BLEED DUCT which changed to amber after about 10 seconds. We ran the QRH and returned to CLT unpressurized. We contacted the company; cabin crew; and ATC.Likely the increased demands on the remaining air conditioning pack with climb thrust.




Synopsis: CRJ-700 Captain reported an EICAS red and amber warning that resulted in an air return.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Both aircraft were on vectors for VOR Runway 23 practice approaches. Aircraft X was turned base (320 heading) and descended from 3;100 FT to 2;100 FT. Aircraft Y was 4 miles in-trail of Aircraft X at 3;100 FT; on the downwind heading (heading 060.) When Aircraft Y was turned onto final (final course heading 240) he was still in the descent to 2;100 FT. Aircraft Y was still on the downwind heading at the same time as Aircraft X was turned final. The separation was lost as the two aircraft passed laterally (final and downwind) due to a tight downwind to final. When I realized that Aircraft Y was going to be too close to Aircraft X for IFR separation; Aircraft Y was turned 'out' to a heading of 070. There were multiple other approaches and IFR student pilot training going on throughout the sector with multiple other aircraft on vectors and/or approaches.




Synopsis: TRACON Controller described a loss of separation event due in part to vectoring traffic for an instrument approach on a tight downwind.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We took off for ZZZ on time. I was PM (Pilot Monitoring). On climb out; the Captain said the trim was not working. I tried my electric trim; nothing. We configured the aircraft. Captain engaged the autopilot and we were both intent on monitoring whether or not the autopilot could trim. STAB OUT OF TRIM illuminated. We ran the STAB OUT OF TRIM QRH; which directed us to the STABILIZER TRIM INOPERATIVE QRH. After telling ATC we would like to remain at 16;000' and 250 knots to work a problem; we began to work through the checklist. Once we got to the DEFERRED ITEMS; we made the decision to return. We ran the [performance] numbers for flaps 15 and included the Non-normal Checklist. We both looked at the data before we sent it; but believe we might have missed the correct landing weight due to not manually correcting the fuel numbers in the [performance calculations]. We landed without difficulty or anything appearing abnormal; other than the smaller flap setting. We ran the brake cooling numbers and I realized the numbers came back for 120;000 pounds. I then resent brake cooling numbers for 132;000 pounds; which is 4;000 overweight.During a flight control abnormality; or any abnormality; it would be nice to have something included in the procedure for checking for correct [performance] numbers. There is enough to contend with to remember every detail that is unusual in something we use everyday like [the performance calculation system].




Synopsis: B737 First Officer reported elevator trim failed on climbout and returned to land.