elihoole/asrs-aviation-reports huggingface dataset:
Date: 201305
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZZ
Aircraft component: Fuel Distribution System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Fuel vented from right main tank through the left wing vent during refueling operations. The First Officer went down stairs to supervise refueling operations. When I observed that the fueling was pouring out of the wing. I ran out of the airplane to stop the refueling. The First Officer was not aware of the fuel spill. However he had already concluded the refueling operation. Initially I thought that the normal method of using the auto refueling system being used and that the auto fill system had malfunctioned. However; later in further discussion I learned from the First Officer that he used the manual override valves to refuel which caused the fuel spill. We informed operations and Maintenance by phone but of delay and communication issues in that country; I elected not to make any logbook entry until after arrival back in the U.S. Upon arrival at our first port of entry in the U.S. [I] made a wrong entry as to the cause of the fuel spill. i.e. I mentioned the spill was because of the auto refill system malfunction rather than saying; fuel spill caused by manual fuel override valves. I also was informed by Maintenance that because the Maintenance deferral for the refueling system was opened at the port of landing and not at the departure point I effectively flew with an open write up. The refuel system was initially put on deferral and subsequently cleared before the next flight.




Synopsis: A MD-80 First Officer supervised refueling at a foreign station with the Fuel Valves in the MANUAL OVERRIDE position which caused an overfilled right main fuel tank to vent out the left wing vent. The fuel system was thought to be faulty but not entered in the Maintenance Log until arrival in the U.S.
Date: 201706
Local time of day: 1801-2400
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: During taxi in we were instructed to hold short of the gate while another aircraft occupying our gate was pushing back. After the aircraft pushed back and left we were proceeding into our gate and we noticed the ground personnel for that gate started walking away. I continued to make the turn to line up with our gate taxi in line when my FO told me to stop. I hit the brakes hard and a white fuel pickup went speeding right in front of us. While stopped the ramp personnel just looked at us confused like we weren't supposed to be here and took about 5 minutes to get organized to guide us in.Meanwhile during our wait; an additional 5 vehicles including a fuel truck drove right in front of us even though the rampers were signaling for taxi in. Initially had I not stopped; the pickup would have run into our nose or worse our running engine if I had been moving just a little faster. Vehicle cut us off from blind spot and did not follow procedures for aircraft entering a gate. Immediately stopped aircraft and reassessed surroundings. Ground personnel and vehicles need to be reminded of the rules of right of way. I am not the only one who has had these kind of issues at CLT recently.




Synopsis: Air carrier Captain reported stopping abruptly due to a vehicle cutting across during taxi into the gate at CLT.
Date: 201508
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight was air return due to airborne mechanical event. Upon taxi out; second time around; we were all tired from the air return plus being into our Window of Circadian Low (WOCL) on taxi out. ATC cleared us to taxi to 22L via RF; ALPHA and SIERRA. We instead went RF BRAVO and ROMEO. FO was heads down with new checklist and IRO was helping. About half way to the runway; FO realized we were in the wrong spot and asked ATC for a revised clearance; which they were fine with since we were the only airplane operating on the field at that hour.




Synopsis: B757 Captain reported a taxiway incursion during taxi out due to fatigue; after a maintenance delay.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: First Officer (FO) Pilot Flying (PF); Captain (CA) Pilot Monitoring (PM). Visual approach to Runway 26R; backed up with RNAV to Runway 26R. WINDS 160/11G18 which equates to a 17kt crosswind; with a 7kt tailwind for 26R (272 degrees). Stable approach throughout final segment; in gusty conditions. Crew configured aircraft for tailwind conditions; FLAPS 40; and Autobrakes 2. Landing assessment had been completed using the full 10 knot tailwind limit.Strong gusts and a quartering tailwind encountered crossing the runway threshold; negatively affected the Landing phase of the approach. FO countered a rapid loss of lift with power and pitch; to initially arrest descent. A subsequent loss of lift with pitch correction triggered a 'tailstrike' annunciation in the HUD. CA immediately directed a GO-AROUND. The training kicked in immediately as the FO acted positively; executed a missed approach and cleaned up the aircraft.Subsequent approach to 26R; with better wind components was uneventful.This was the first GO-AROUND on a flight while acting as Captain. As pilot monitoring; my training also kicked in. While informing tower of the go-around; I used the call sign 'Air Carrier XYX'. Tower was kind enough to respond with our correct call sign; 'Air Carrier ZAAB.'Gusty winds; a strong crosswind and tailwind elements all contributed to this GO-AROUND. The airport should have been landing to the East to maximize safety margins; even though the given conditions at a point in time were within the capabilities and limits of the aircraft.One can plan for bad conditions; as we did; for this approach; and yet still not obtain the outcome that is desired. The wind conditions encountered crossing the runway numbers were changing enough so as to jeopardize the safest landing possible.Our aircrews are so experienced to handle the less than optimum environment; that we don't ask ATC to swap the landing operation in favor of better windage. More requesting and less accepting could lead to better scenarios for our crews.




Synopsis: B737-800 Captain reported a tail strike warning on approach in gusty wind conditions that resulted in a go-around.
Date: 201601
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B737 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 Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Just prior to Top of Descent; got a call from the Flight Attendants (FA) saying that a woman had passed out and they had called for help. I gathered information that she was a 64 year old female; with husband; and takes BP and cholesterol medication. She was attended to by EMT and FAs on board. I called Dispatch and got a phone patch to [ground-based medical personnel]. While waiting we increased speed as we were starting our descent anyway. Passenger regained consciousness. Still waiting for [ground-based] doctor but since we were getting deeper into the arrival I asked Dispatch to notify them what was going on; that we would be [advising ATC of] a medical emergency and landing in 20 min. Returned to Pilot Flying role and asked First Officer to [advise ATC] which he did. Approach and landing was normal. Arrived at gate to find no medical personnel. Queried the company ops who said they had called 3 times. Then called ground who said that they called the company and was told by the company that we would be calling for the paramedics. I called Dispatch who said he would call them. [Advised dispatch about an hour and a half before] we blocked in. Plenty of time to have medical attention called and ready. This would have been tragic if the medical event was time critical.




Synopsis: B737 Captain reported he was disappointed there was no medical response team awaiting his arrival at the gate with an ill passenger even though he asked for them an hour and a half earlier.
Date: 201812
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Dawn
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While enroute to CLT we realized that we did not have the Chsly4 STAR in our EFB/iPad. We notified Dispatch and asked for an ACARS with the info we needed for that arrival. They said to use [an alternate source] but since we did not have WiFi to do so; we could not download it. We were going to tell ATC we would be unable to do the STAR but they did not ask us to. They gave us altitudes and speeds to fly. The FMS was up to date so we flew the fixes. We did have the approach plates available and we flew a Cat2 into 36R with no issues. I checked [company information] the day before the trip and did not see anything concerning the Jepp problems. I believe I checked it when I got into the hotel but to be honest; I cannot remember if I did. I did note that my charts were up to date. When we found out about the problem with the Jepp download; and we got to CLT; my FO (First Officer) and I both checked and we had the update concerning the Flight Ops alert. But we did not have the first alert for this problem. Well this is another learning experience with the EFB; things that would not happen with paper charts. Paper charts - I would have my 'trip book' with all my charts needed for the trip. I will strive to do the same with my EFB from now on. I did have a big distraction with a maintenance issue first thing this morning so I do consider that a factor because I normally load my charts into my EFB each leg; selecting them so you can just page through the ones you need easily. I prefer the EFBs but there is a difference in how you operate with them. I will be more diligent about downloading the latest info but it would have been nice if the alert would have been on our Dispatch release. It was not. Also; it would be helpful to have WiFi available for important downloads.


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


Synopsis: Air Carrier flight crew reported the expected arrival into CLT was not available in the iPads.
Date: 202107
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: During preflight W&B Preliminary report 1 and 2 and Final W&B all showed FOM XYZ Sup Proc [Supplementary Procedures] in effect. It was not on the [Final] release. Received ACARS message that FOM XYZ Dry Ice Sup Proc in effect but failed to adequately QA the ACARS message for Time and Dispatcher Initials. Enroute checked reviewed ACARS log confirming no T&I [time & Initial] to amended [Flight] release. Called Dispatch on arrival to verify that we hadn't just missed the T&I. [Cause was reporter's] Inattention to detail... just missed it.




Synopsis: Air carrier Captain reported departure with incomplete Hazmat documentation on final flight release.
Date: 201812
Local time of day: 1801-2400
Location: ZDC.ARTCC, DC
Aircraft: Gulfstream IV / G350 / G450
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Multiple aircraft reported 'Severe Turbulence' on the CAPSS and CAVLR STARs into the DC Metro Area from the South. Despite multiple reports and PIREPs being recorded TMU refused to reroute aircraft onto a different STAR away from this turbulence. Unfortunately for this aircraft he reported severe turbulence (fear could be heard in his voice) while descending via on the CAVLR3 STAR. The aircraft was unable to continue descending on the STAR as the pilots said 'Unable to descend fighting the turbulence.' To me this sounds like the aircraft was in extreme turbulence which according to the Pilot Controller Glossary is defined as 'the aircraft is violently tossed and is practically impossible to control. It may cause structural damage.' Fighting the turbulence and not being able to descend would seem to fit into this definition in my opinion.I would recommend that when multiple reports of severe turbulence are reported over a very short span of time; by multiple aircraft types and multiple air carriers/operators that the TMU be more proactive in routing aircraft around this weather instead of continuing to run aircraft into it. There was no reason that this aircraft should have had to endure that ride or the undue stressed it caused on the pilots' as heard in their voice when listening to the tapes. Multiple latent errors had occurred by the TMU in ignoring the PIREPs and continue to route planes into this weather. We were very lucky that the plane had no structural damage and that there were no injuries as a result.




Synopsis: ZDC ARTCC Controller reported that multiple aircraft were not re-routed away from severe turbulence by the Traffic Management Unit.
Date: 201711
Local time of day: 1201-1800
Location: ZZZZ.Tower, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After delayed flight because of maintenance delay due to A check and Engine 1 replacement we departed. At approximately 100 ft I noticed the OVHT Eng 1 NAC EICAS message and at 200 ft noticed the Fire Eng 1 ECIAS message. We climbed through 400 ft and received the master warning accompanied by the Fire Warning Bell. Autopilot was engaged and we climbed through 1000 ft and I preformed the QRC for Fire Eng 1 and started our EFP and notified ATC and a Mayday aircraft. Completed QRH recall review followed by after takeoff checklist. Upon completion of the QRC checklist the Fire Eng 1 Warning disappeared so we did not need to blow the fire bottles. We asked for vectors back to [the airport] and requested the fire department standby to inspect the engine for any signs of a fire. After landing we exited runway and parked on taxiway. Fire department inspected engine and determined there was no indication of a fire and we were cleared into the maintenance ramp stand. We notified Ops enroute of the return and on the ground notified maintenance control; Ops; Dispatch; and scheduling.




Synopsis: A Boeing 747-400 captain reported observing #1 Engine Overheat and Fire Warning lights shortly after takeoff. The appropriate emergency checklists were completed; and a return to the departure airport was successfully accomplished.
Date: 202110
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Engine Oil Seals
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
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: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Upon arrival to ZZZZ I quickly went outside to do my preflight walk around. Upon return to the jetbridge all the passengers and rest of the crew were deplaned. Flight attendants said aircraft filled with fumes. I went to look inside the plane and surely it was full of fumes and a melted crayon smell. Poor and rushed maintenance procedures. Aircraft has history and same event happened within 30 days on the same aircraft. A better maintenance procedures overlook [recommended].




Synopsis: Air Carrier First Officer reported a fume event during preflight at gate. Passengers and flight crew deplaned during maintenance action.
Date: 201207
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight phase: Takeoff / Launch
ATC / advisory: Tower BOS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors
Primary problem: Procedure

Narrative: During my take off roll off Runway 9 in BOS the red Take off Hold Lights (THL's) illuminated. At the time the lights came on I had already passed through 4R; the only active intersecting runway for that take off configuration. I determined that the safest course of action was to continue the take off roll. Had I been unfamiliar with airport layout or had the lights illuminated earlier in the take off roll I might have decided on a high speed abort. The FAA's guidance on THL's states the following: 'Whenever a pilot observes the red lights of the THLs; the pilot will stop or remain stopped. The pilot will contact ATC for resolution if any clearance is in conflict with the lights. Should pilots note illuminated lights while in take off roll and under circumstances when stopping is impractical for safety reasons; the crew should proceed according to their best judgment while understanding the illuminated lights indicate that continuing the take off is unsafe. Contact ATC at the earliest possible opportunity.' I notified ATC on climb out about the issue and told them I'd like to give them a call when I landed. I called the Tower; the Controller I spoke to was interested in the event. The Controller told me they'd look into it and asked if the Tower Chief could give me a call. I gave her my cell number. I haven't heard back from anyone. I'm writing this report because this has happened before with no traffic in bound for 4R; it also happens automatically when you take off from K on 9 with someone in position full length and the lights can cause an unreasonable distraction for the pilot. Suggestions; I would like the Tower to look into scenarios that might cause erroneous illumination of the THL's. I would also like our pilots to be aware that the THL's will be on if they are issued a take off clearance for Runway 9 at K with another airplane in position full length.




Synopsis: Air Carrier departure from Runway 9 at BOS elected to continue take off after noting the Take Off Hold Lights (THL's) illuminated; the reporter noting a abort was impractical given the circumstances.