elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Zone in the station called to have flight unlocked to add more cargo... they claimed it was only 1;800 lbs.; an estimate of 24;000 was added!




Synopsis: Ground operations reported a significant increase in cargo for a flight just before departure.
Date: 202112
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Confusion
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: Upon landing our gate was occupied. Told to hold in PAD A. Captain and I reviewed the pages for the hold pads; but it only displayed the Scenic Hold Pad. It did discuss other hold pads in general by saying 'entire aircraft will be contained inside the boundary line'. In pad A we were confused what line this was. There was a dashed line closer to the taxi way and one much further away that looked impossible to stop Aircraft X behind as there didn't appear to be enough room. We chose the former and it didn't provide enough room when Aircraft Y taxied by. His wingtip came uncomfortably close to our aircraft.The pages are not clear as to what the boundary line actually is.  Easy fixes are to put a note with an arrow on the Taxi chart saying to make sure to hold behind the boundary line. If that's too hard to do; make it a hotspot. At a minimum; pages need to show all hold pads and clearly show what the boundary line is.




Synopsis: Air carrier First Officer reported there are two possible boundary lines for the pad area at ORD airport and the chart does not specify which one to use.
Date: 201307
Location: MIA.Airport, FL
Flight conditions: IMC
Light: Dawn
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground MIA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Other / Unknown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxi in at MIA airport and cleared to taxi to cargo Ramp after clearing Runway 08R and cleared across 08L which was closed.  Upon taxing north [west] on taxiway went past cargo ramp due to ramp being dark and not well lighted.  Tower cleared us to back taxi on Runway 08L at K1 to K2 then back to ramp via Taxiway k.  By being more aware of where cargo ramp was located and the ramp being better lighted.


Second narrative: Taxiing in at Miami we were told to hold at Z for a medical flight that crossed in front to go to customs. Learjet was lost and made a wrong turn and finally taxied in front of us to customs.  We continued to taxi and inadvertently taxied past [our ramp].  The ramp was dark and the gate is not well lit.  We advised tower and they gave us clearance to taxi back on K1 back taxi Runway 8L to K2 then to the ramp via K.  We could have been more aware of ramp location and lack of lighting.  I had not been to MIA in a number of years and could have done more chart study.


Synopsis: Air Carrier cargo crew reports taxiing past their ramp on the northwest corner of the MIA airport due to unfamiliarity and a lack of lighting.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
Aircraft component: DC Battery
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending on the arrival into ZZZ; there was an alert on the EICAS; 'BATT 1 over temp.' We checked the electrical page on the MFD to confirm. It was blinking red and showed a temperature of 90C. We ran the memory items for such event and executed the QRH. We de-energized the battery and took it off Bus per the QRH. The temperature seemed to stabilize at that point. I alerted the Flight Attendant of a possible situation; that we were not [Request Priority Handling] yet; and that we would land in ZZZ as planned; but be ready for the situation to change. We alerted ATC of our issue and requested priority landing in ZZZ. Since the temperature of the battery stabilized; we decided not to divert anywhere and land in ZZZ as planned since we were already on the arrival and close enough. When we were handed off to ZZZ air traffic control; we informed them of the situation; and battery temperatures started rising again; up to 130C at one point. At that point I thought we had entered thermal runaway. [Priority Handling was Requested]; and I requested fire trucks to inspect us on the runway upon landing. I told the passengers they would see emergency vehicles waiting for us; but not to be alarmed. We were just following protocol for the indications the airplane was giving us. The fire trucks inspected us; and the battery panels; and gave us an all-clear signal. We taxied to the gate without further incident. We never got any smoke or smells in the cockpit.




Synopsis: EMB-145 Captain reported a temperature rise in the aircraft's main battery causing a priority landing.
Date: 201709
Local time of day: 1801-2400
Location: LAX.Airport, CA
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushing back onto taxiway C the parking bake was set. Another aircraft was pushing tail to tail with us off [another gate]. ATC advised that aircraft that they were pushing too far and to stop; to which they replied 'say again' as they continued to push. ATC then repeated 'STOP'. We had felt no unusual movement and were unaware of the situation when ATC cleared us to taxi. After beginning our taxi; a third aircraft told ATC that our tails looked very close; but could not tell whether or not there was contact. ATC was unable to make a determination from the tower either and briefed us on the situation and asked our intentions. We elected to return to the gate to have maintenance inspect the tail extremities. Using a lift maintenance inspected the entire tail section and confirmed there was no contact. I contacted dispatch then departed. I'm not sure; but the other aircraft may have been being operated by maintenance.




Synopsis: A321 First Officer reported a near collision with another aircraft during pushback at LAX.
Date: 201412
Local time of day: 1201-1800
Location: MMMX.TRACON, FO
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON MMMX
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Aircraft; Human Factors; Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: While descending on the AVSAR2A arrival into Mexico City MMMX; we were cleared to descend to 12;000 feet MSL and direct to the Mateo VOR (SMO). Subsequently we received clearance to fly the RNAV (GPS) or ILS Rwy 5. The autopilot was engaged and LNAV and VNAV were selected and operating. Upon reaching SMO the aircraft continued straight through the fix without turning to fly the course out of MAVEK IAF which overlies SMO VOR. Apparently there is a discontinuity there of which I was unaware at that moment. I went to heading select to begin turning back to our expected routing when Mexico City Approach called and gave us vectors back to intercept then ILS Rwy 5R.Checking for a discontinuity on the legs page would have avoided the problem.


Second narrative: MATEO and MAVEK are the same point in space; but they have different names. This leads to confusion.MAVEK is only depicted on the RNAV GPS approach; it is not depicted on the ILS DME RWY 05R. Approach uses both terms interchangeably. The first time I was going into MMMX; I was planning to fly the ILS and did not look at the RNAV approach. I was cleared to MAVEK; but had no idea where it was since it was not depicted on the AVSAR STAR or the ILS approach plate. This is confusing; especially with the language barrier.What makes the situation worse; is that if you are direct to Mateo and then cleared to the RNAV approach; the auto pilot has a discontinuity; gets confused and disengages. You have to be going direct to Mavek; not MATEO; for the RNAV approach to work.Change the approach procedures at MMMX so that there is only one name for the point in space known as MAVEK and [SMO].


Synopsis: Inbound to MMMX on the AVSAR2A arrival a B737 crew was cleared direct to SMO VOR; cleared the RNAV (GPS) or ILS Rwy 5R approach. Upon passing SMO the jet continued straight ahead instead of turning toward the approach.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Nacelle/Pylon Skin
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the descent passing through approximately 22;000 FT; the First Officer and I felt what seemed like wake turbulence.  The flight attendant felt it as well and called the flight deck to ask what it was; I informed her that it was turbulence and everything was OK.  The flight continued uneventfully to a normal landing.  Upon completing the post flight inspection; the First Officer found the top half of the right engine cowl was missing.




Synopsis: The Flight Crew of a CRJ-200 thought they had encountered wake turbulence during descent around 22;000 FT.  Upon inspection after landing; they discovered the top half of the right engine cowling was missing and presumed lost enroute.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Human-Machine Interface; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight operated normally enroute. Upon approach while scanning the instruments the Captain noticed that our engine oil temperature was unusually high; rising steadily into the yellow arc. We discussed our options and that if the temperature reached the red arc we would be forced to shut the #1 engine down. As we came abeam the airport on vectors we agreed that the temperature was very close to the red arc and stayed steady; which ruled out a gauge issue for us. At this point the Captain made the decision to tell ATC we needed to land immediately and would not be able to risk extra delayed vectors in the air as we felt an engine shutdown was becoming imminent. I fully agreed with his decision to do so based on both of our experiences in this aircraft. We declared an emergency and were given priority to land and immediate vectors for the approach. Because this issue would only become worse with time we did not feel it would be appropriate to trouble shoot the problem and felt the safest course of action was to get the plane on the ground as soon as possible. I ran the appropriate checklists before landing and continued to monitor the gauge in case an engine shutdown was needed as we landed the aircraft. The temperature gauge continued to stay in the upper yellow arc on approach but upon touchdown rose into the red arc. We safely exited the runway and shut down the #1 engine. After ground emergency vehicles checked the aircraft and we could tell it had safely shut down and the engine was secured we notified them that we no longer needed any services and taxied safely to our gate while the ground crews followed us.




Synopsis: A SF340 engine developed high oil temperature during approach so an emergency was declared; a short approach requested while the oil remained below the red arc and a normal landing followed after which the engine was shutdown.
Date: 201512
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
Aircraft component: Fuel Booster Pump
Component problem: Failed
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: When descending through FL300 we were cross feeding from right tank to left engine when we got the 'fuel boost pump L' CAS message amber on. I then turned off the crossed switch. Then the 'fuel press low R' CAS message came on. I then turned the boost pumps on. At that time the right engine quit running. We then ran the engine securing checklist followed by the single engine approach and landing checklist. We decided to land at [a nearby alternate] for the long runway and [fire and rescue] if needed. We made a normal landing with a non event. We taxied to [FBO] under power.


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


Synopsis: CE-750 flight crew reported the right engine flamed out during descent due to a failed boost pump.
Date: 201407
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-88
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: 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; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown
Contributing factors: Chart Or Publication; Aircraft
Primary problem: Aircraft

Narrative: Level at 11;000 feet [after departure] and accelerating; the L OIL PRESS LO annunciator illuminated.  I noted the Oil Pressure to be 35 PSI at this point and decreasing rapidly.  I was the Pilot Flying; and at this time I took the radios so Captain (CA) could run the appropriate checklists.  I requested return to [departure airport].  Complied with QRH OIL PRESSURE LOW.  Step 2a says 'with oil pressure less than 35 PSI and OIL PRESS LO Annunciator; Engine Shutdown Required. Refer to Engine failure/shutdown procedure this section'. Complied with QRH ENGINE FLAMEOUT/SHUTDOWN/FAILURE.  Secured the Left engine as oil pressure was dropping through about 10 PSI. CA notified the cabin crew with the nature of the [situation] and to prepare the cabin.  He also addressed the passengers that we would be returning to [departure airport] due to mechanical issues.As the pilot flying; I got the weather and decided [on] the best suitable runway.  I flew a visual approach; single engine. We ran all appropriate single engine approach and landing checklists.  Emergency vehicles met us on the taxiway; where we told them we could taxi to the gate.  They followed us there for safety purposes. Upon arriving at the gate; we were met by mechanics; who further informed us that a Chip Detector had 'blown' and we had lost all oil. QRH phraseology changes from one procedure to the next.  Needs to be uniform for faster compliance.When referring to a procedure in the QRH that should be followed next; it would be helpful to have the procedure number for faster look up.




Synopsis: A MD-88 First Officer reported returning to the departure airport after shutting down the left engine because of low oil pressure.
Date: 201506
Local time of day: 0001-0600
Location: ZDC.ARTCC, VA
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Procedure

Narrative: [Aircraft X's] flight plan [included] FKN ISO; but he flew down J193 to CVI. This is a common occurrence at sector 34. I've turned it in to the supervisor and Operations Manager in the past. It has been an issue at DCA in the past. I don't know what happened tonight; but it is really unsafe. I was trying to get him higher through FL340 traffic that I had.  I almost issued FL340 when I saw he was not on course. I asked him where he was going and he said to CVI. I asked if that was what he was issued off the ground and he said; it's what was in our flight plan. We were not showing the same thing. This has been an issue for at least 3 years. It seemed to have been fixed; but in the last few months I've seen it several times and have now had 2 close calls with it. We need to find out what the problem is with the issuing of this route at the Towers. I find it hard to believe that all of these occurrences are pilot error.




Synopsis: ZDC Center Controller reports of a close call because an aircraft was on a different route than what ATC had. This has been a problem in the past but was reported to be fixed. Problem of incorrect routing is surfacing again.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During stable cruise [we had an] amber indication on ED1 hydraulic 1 low pressure. Ran QRH and were directed to land at nearest suitable airport. Diverted to [nearest suitable] and complied with ATC instructions. On our descent we decided declaring an emergency was the right thing to do. Made visual approach with no issues and once clear of the runway we ended the emergency.




Synopsis: CRJ-200 First Officer reported losing #1 Hydraulic System. Flight declared emergency and diverted to nearest suitable airport.