elihoole/asrs-aviation-reports huggingface dataset:
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Passing through FL220; we received a L duct warning message. I leveled off the aircraft and called for the checklist. Within 15 seconds of the warning both packs had shut down. While the other pilot was doing the checklist I advised ATC that we needed to descend to 10000 ft. After completing the checklist; the non-flying pilot notified the flight attendants of the situation and then notified company. After getting everything accomplished we decided to divert to [a suitable airport]. We then notified the company of our plan; then ATC in addition to the passengers. We had a non-eventful landing.


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


Synopsis: CRJ900 flight crew reported experiencing pressurization issues.
Date: 201510
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: Previous maintenance log had an event where the aircrew had a Number 2 engine driven hydraulic low pressure light illuminate on departure and returned. We inherited this aircraft the next day after maintenance had been performed on the aircraft overnight. Maintenance had found a broken clamp that was blamed on chaffing the hydraulic line in question. It was fixed per the maintenance log with a periodic inspection requirement. We did a normal preflight and pre departure duties. We also met with maintenance personnel and they explained the situation and maintenance performed overnight. Push; engine start; taxi; and takeoff were normal. In the mid 20 thousands on climb out; we got a master caution with a HYD cue. Looked at the overhead panel and saw a Low pressure light in the Number 2 hydraulic engine driven pump. The 'B' hydraulic system quantity was decreasing as well. Ran the HYD Low pressure checklist and turned the Number 2 engine driven pump off per the checklist. Once the pump was turned off; the quantity in the 'B' system stabilized at 39 percent. This was expected with a leak in the Number 2 engine driven pump as the standpipe would 'preserve' approximately 40 percent of the fluid. No low pressure light displayed in the Number 2 electric hydraulic pump. End of checklist. Called OPS/Maintenance to advise of situation and they put us through to Maintenance Control and Dispatch. We were then directed to return. Return and landing was uneventful. We did not [think this was] an Emergency due to we had the 'B' system with the electric pump supplying the pressure and did not require any further abnormal procedures.




Synopsis: B737 First Officer experiences a master caution with a low pressure light in the Number 2 hydraulic engine driven pump during climbout. The engine driven pump is turned off and the flight returned to the departure airport for a normal landing. The identical failure occurred the day prior and was repaired by maintenance.
Date: 201707
Local time of day: 1801-2400
Location: LAS.Tower, NV
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: After receiving our closeout; Ground was contacted. Ground advised taxi via Taxiway C to V. During our taxi a new revised closeout was received and the First Officer went line by line to compare the two closeouts. There was no change from the first. I taxied the aircraft on C and held short of B1 on Taxiway C. The Tower Controller called and said to taxi up to Runway 25R. The First Officer responded that we were not ready (we still had to complete the taxi checklist). The Tower Controller advised us to taxi to B1 and hold short Runway 25R. The First Officer replied we were unable to depart from B1 due to weight. I told the First Officer to advise the Tower Controller we were ready because I knew it would take us 30 seconds to taxi from our position on Taxiway C to get to the runway and we could easily accomplish the taxi checklist during this time. The First Officer replied to the Tower that we were ready for takeoff and the Tower Controller stated; 'You better not be lying to me;' and then cleared us for takeoff. I told the controller to note the time of this and the controller said the supervisor was right there. I told the controller I did not appreciate the threat and then the First Officer and I completed the taxi checklist and took off on Runway 25R.I have never in [all] my years of flying with [Company] received a threat from an Air Traffic Controller. I consider this unprofessional communication and I hope this type of communication is not considered 'normal' at the LAS tower. Additionally; flying out of LAS during the summer months is a challenge because of the high temperatures that result in weight restricted aircraft. The winds can be quite variable and have a significant impact on runway limited weight. To add unprofessional controller communication to this mix simply adds to the difficulty of safely flying out LAS.




Synopsis: Air carrier Captain reported communication issues with LAS Tower Control during taxi out.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Filler Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Number 1 engine displayed an amber oil pressure box 15 minutes after departure. We were at FL335 climbing to FL350. With cruise power set; the amber box went away. [An hour and twenty minutes] into the flight; the amber box came back; plus there was a loss of 3 qts of oil. Followed the QRH and elected to shutdown the engine. Consulting with Dispatch; we diverted to ZZZ. Maintenance found the oil cap unsecured. Mindfulness of tasks when performing maintenance.




Synopsis: MD-11 flight crew experienced low oil pressure on the number one engine during climb to FL350. Once level the light extinguished and returned an hour later. After discussions with Dispatch the engine was shut down and the flight diverted to a suitable airport. Maintenance found the oil tank cap unsecured.
Date: 202101
Local time of day: 0001-0600
Location: SFO.Airport, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: There was a pair of arrivals staggered by about 0.5-0.75 miles; with the Runway 28 Right arrival preceding Runway 28 Left arrival.  There was a solid 16-32 knots crosswind from the north depending on what altitude they were at.  Runway 28 Left glide slope is 2.85 degrees while Runway 28 Right is 3.00 degrees.  In this very rare set of circumstances; the left arrival is getting a rough ride form the right arrival. Aircraft X  [the first E175] was cleared to land Runway 28 Right and Aircraft Y [the second E175] was cleared to land Runway 28 Left. Aircraft Y was about 2.3 mile final when they advised going around.  I gave them runway heading and 3;000.  I advised them of traffic that departed north and stopped climbing in their southbound turn; an A320; and got visual separation transferred to the pilot.  I then coordinated the go around and was asked the reason.  I said I assumed unstable approach but was not sure.  The aircraft was coming up on level flight and so I confirmed the reason.  The pilot said they were hit by wake turbulence.  I shipped them to Departure; then coordinated with their coordinator the reason.  We logged it in the Tower log; but did not write an MOR (mandatory occurrence report). When the airplane came back around and landed; I inquired about the event.  They said that the airplane yawed to the right and then began rolling to the left so they went around.  That sounds very unsettling to me; however they made it out to fly another approach. No recommendations; it sounds like the pilots did what they were trained to do to save the ship.




Synopsis: SFO Local Controller reported an E175 pilot executed a go-around from short final after encountering wake turbulence from another E175 on final approach to the parallel runway.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Twin Bonanza 50
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Private; Flight Crew Commercial
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Made a normal approach to landing and was explaining the setup procedures to a passenger who happens to be a pilot. Got distracted in the conversation and did not notice that the Landing Gear did not deploy; resulting in a Gear Up Landing. When aircraft was raised; the gear deployed after the CB was reset.




Synopsis: Bonanza pilot reported being distracted by conversation with a passenger and forgot to lower the landing gear.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Robinson R22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ3
ATC / advisory: CTAF ZZZ
Second aircraft: Military Trainer
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On date I was conducting training in an R22 Helicopter departing out of ZZZ at XA:45 local time to ZZZ1. Winds were predominantly out of the west at around 10 kts and we joined left closed traffic for RWY 26 at ZZZ1. There was high training volume and I estimate 7 aircraft were on the ground waiting to depart or actively in the Right Closed Traffic for RWY XX plus our Helicopter. At around XB:10 local time a Jet taxied to the active with no Radio (or no radio communication was made) as we were on a left downwind for [Runway] XX. Local pilots made calls on the radio so all would be aware of his departure and be vigilant/use caution. The jet took off without incident and departed to the North. As pilots worked together to sequence traffic we made our base and final leg before again departing XX to rejoin left closed traffic. At approximately XB:15 local time on the upwind of XX roughly 300ft AGL without warning the jet made a low pass on runway XY at very high speed. I would estimate the pilot was 300ft off our starboard side and about 100ft below our current altitude. I was able to track his flight after the incident to find his Ground Speed was in excess of 330mph. The Jet than proceeded back out to the North again and ended up circling to land on RWY XY this time to a full stop. (The following is my personal opinion) I believe this pilot does not have any remorse for his action. He has an attitude that the FAA can't/won't get him in trouble for this reckless behavior. He wasn't breaking any REG by operating without a radio in an ECHO airspace but his speed certainly was in violation of FAR 91.117(a) and given the high training volume being conducted on this day the pilot showed a clear disregard for other pilots or even his/her own safety.




Synopsis: Helicopter pilot reported an NMAC in the traffic pattern when a jet trainer made an unannounced high-speed low pass over the runway next to the helicopter.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon take off out of ZZZ; Flight Attendant 3; and myself (Flight Attendant 2) noticed a dirty sock smell in aft galley. Upon level off; Captain phoned flight attendants and informed us that they were also experiencing a dirty sock smell in flight deck. We told him we were experiencing the same smell in the aft galley. Captain told us to not start our service; as he was taking the aircraft back to ZZZ; as he felt it was not safe to continue to ZZZ1 with the strong odor.




Synopsis: A319 Flight Attendant reported that the Captain executed an air return after experiencing a 'dirty sock' odor in the flight deck and confirming that the cabin crew experienced the same fumes in the cabin.
Date: 201510
Location: SFO.Airport, CA
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload
Second reporter function: Captain
Anomaly: Airspace Violation All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Assigned and cleared for the DYMND arrival into SFO. Upon reaching the initial fix of arrival; we were cleared to descend via arrival. Set the charted minimum altitude of 7;000 feet in MCP and executed in VNAV path and crossed ARCHI at 7;000 feet. Reviewed ops alert in route which stated ATC would assign altitude of 8;000 feet to maintain within Class B airspace; but we were not assigned altitude with the descend via clearance. No conflict occurred.


Second narrative: Both of us independently read the operations alert and checked it with the database. On crossing ARCHI intersection at 7;000 feet ATC informed us there is a NOTAM that says to change crossing to 8;000 feet. To my knowledge; no event occurred and the approach and landing were normal. Later on the ground I found the NOTAM. The NOTAMs were reviewed before flight.


Synopsis: A B757 flight crew flying the SFO DYAMD RNAV arrival crossed ARCHI at 7;000 feet and were informed by NCT a NOTAM was issued changing the ARCHI constraint to 8;000 feet; the SFO Class B floor in that area.
Date: 202006
Local time of day: 0601-1200
Location: ORD.Tower, IL
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Tower ORD
Second aircraft: Widebody Transport
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Working midnight Ground Control with lots of phone calls from city about openings and closings. Multiple taxiways closed for construction add to the complexity level for the majority of the cargo aircraft on midnight [shifts]. Airline maintenance flights up and down from hangars have long instructions and are one way in and out from hangars due to construction so it's constant calling Ground.  Local and Ground coordinate runway crossings and I had given Aircraft X instructions to taxi across airport to the departure runway. I shipped the first one to local and crossed the 2nd one. Aircraft X had just passed the hold bars for the runway when I looked up and saw Aircraft Y on short final. I told the Local Controller to send Aircraft Y around on short final.




Synopsis: Ground Controller reported they issued runway crossing instructions to an aircraft and as the aircraft crossed the hold short lines the controller noticed an aircraft on short final which was issued go around instructions.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I am in the ZZZ pilot crew room lounge area.  There are greater than 12 pilots not wearing masks.  Approximately 8-9 at the table area and another 5 at the recliners/lounge area.  I thought wearing a mask is required.  I just heard a PA announcement upstairs in the terminal that says masks are required inside the terminal. Don't you have cameras down here? This is a blatant disregard for the face mask and social distancing policy!!  I guess I have to leave because I don't want to be down here.




Synopsis: Air Carrier First Officer reported pilots are not adhering to face mask policy in the crew lounge area.
Date: 201707
Local time of day: 1801-2400
Location: ZAN.ARTCC, AK
Aircraft: Amateur/Home Built/Experimental
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E ZAN
ATC / advisory: Center ZAN
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was training on the R-Side on Sectors 04-15-16; and FAI Approach called my D-side concerning a VFR aircraft; Aircraft Y; having trouble maintaining VFR. The aircraft was at 15;500 feet headed northeast bound from FAI. We immediately started researching weather through the Flight Data Printer (FDP); weather cameras; and gathering PIREPs from other aircraft. We decided that the airports west of FAI were the best options and sent him in that direction. One of my biggest concerns for this pilot was hypoxia. He didn't have oxygen on board the aircraft.Shortly thereafter Aircraft X called from the same area at 11;500 feet having the same issue only he was in IMC; and was unable to climb higher. We sent him in the same direction and he started picking up icing. He then began having trouble maintaining altitude; but he was well above the terrain. For this reason we [gave priority handling to] the aircraft.We continued gathering PIREPs and working them far enough east that they were able to find clear air. Both aircraft were eventually handed off to FAI approach and they were able to land safely.




Synopsis: ZAN Center Controller reported two aircraft that were VFR needed help due to weather and icing; both aircraft were helped and landed safely.