elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Location: ZZZZ.Airport, FO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Aircraft component: Flight Crew Harness
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We got the aircraft today out of ZZZZ. Since it was the first time I was on it; and I was #3; the mid-galley Flight Attendant (F/A); I was concerned about finding galley items. Even though I had read the warnings about the jumpseat harnesses; I did not think to check it out until it was time to sit for take-off. I did do all of my pre-flight safety checks using my LINK. This harness reminds me of the straps on the old pumpkin seats we used for infants in the 70's. The lap belt as advertised was too short; only barely fitting. The right shoulder harness would not slap back so that it was tight across my shoulder. I couldn't move in a way that would make it lock tight across my shoulder. I did not feel confident it would really hold me in an emergency. I did write it up to the pilots. There is NO excuse for our harnesses to ever be anything more than perfect. Everything else can be second rate; but not them. I do not feel that this airplane is safe flying around as it is. Other F/A's mentioned that theirs had the same issue. This airplane needs to be taken out of service to have all harnesses replaced. Our old harnesses worked just fine. These need to be completely discontinued. Another consideration is that whether or not you fit in a specific jumpseat harness for take-off is not the only consideration. You may be nowhere near your own jumpseat while working the flight and told to be seated by the flight deck. You then take out whatever is available and your life may depend on whether a harness is too short.

Callback: The reporter stated that the seatbelt issue started when the B777-200 fleet was configured to an updated style cabin. The reporter stated that these seatbelts are separate lap-belt harness configuration. The reporter stated that the company put out a memo stating that some seatbelts may not fit everyone and they should select a seat that configures to each individual; which doesn't make sense because of seating assignments. The reporter stated that the seatbelt on the assigned seat was too small; and did not allow any freedom of movement. The reporter also stated that this is a safety issue because the seatbelts are difficult to put on because; in an emergency; you don't always have a choice which seat to sit in.



Synopsis: B777 Flight Attendant reported the seat belt was inadequate for safety reasons.
Date: 201406
Local time of day: 0001-0600
Location: EAT.Airport, WA
Aircraft: Light Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EAT
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Other Unwanted Situation
Detector: Person Flight Crew
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The Jeppesen taxi chart does not match the actual layout of the EAT airport. The taxiways on the east side of the runway have been renamed A1 through A5; but the Jeppesen chart still has the old designators such as [C; D and E.] Also; Runway 7-25 is very much closed in real life; it has grass growing through it; and big X markings on it. The runway markings for 7-25 have been removed from the pavement. However; the Jeppesen chart still shows it as an active runway.




Synopsis: A passenger turboprop Captain advised the airport page for EAT has not been updated to show the revised taxiway designations which are now A-1 through A-5 vice the previous C; D and E which remain on the chart. In addition; Runway 7/25 has been closed for some time with all markings removed and large X's painted on the surface.
Date: 202001
Local time of day: 1201-1800
Location: M98.TRACON, MN
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON M98
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On descent into MSP at transition altitude we set altimeter to 29.80 [but it] was 30.80. With all cross checks; we both missed it. At approximately 1000 ft received an EGPWS terrain warning. Executed go around. ATC gave us instructions to level at 6;000 feet. Based on the incorrect altimeter setting; we leveled off at 7;000 ft. ATC informed us of deviation. We realized our altimeter error. Reset and returned for normal landing.We have a good crosscheck system. This was just my error.


Second narrative: [Report narrative contained no additional information]


Synopsis: A319 flight crew reported that an erroneous altimeter setting resulted in a GPWS warning and a go around.
Date: 201411
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZOA
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer
Second reporter function: Captain
Anomaly: 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; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After the route brief was accomplished at SMF; we received a runway change from 34L to 16R. Captain reprogrammed the FMC while I [worked up the takeoff numbers]. After completion; I re-verified the waypoints from the new runway to where it met the common routing from either runway. After departure after FROGO; ATC asked if we were cleared direct REBRG. We initially said we were flying our filed route but then discovered FRA missing. It should have been FROGO; FRA; and REBRG. FRA was there when we did the original route brief; but somehow was dropped when we changed to Runway 16R. ATC said the same thing happened to a previous Company aircraft ahead of us.


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


Synopsis: When the flight crew of a B737NG reprogrammed their FMS to comply with a takeoff runway change they failed to note that an enroute fix was not included.  ATC advised and they corrected.
Date: 201310
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Confusion; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Many failures at once led to confusion. Most concerning was cabin altitude climbing at 400 FPM. Cabin alt passed through 7000 feet and the Capt initiated an emergency descent without departing airway. I articulated we needed to get off the airway to descend. Captain responded by pointing at the TCAS and stating there is no one below us. Reaching FL390 TCAS traffic began showing up on TCAS. When we leveled at FL360 [an aircraft] was 1;000 below us. There was an attempt somewhere in the descent to comply with my repeated statements to depart the airway. [ATC] was informed and an emergency was declared.


Second narrative: Just after I sat down from my break; we heard what seemed like the nose gear door rattle and a fan in the cockpit silence as our ears started popping. We also noticed a status message pop up with the gear synoptic on the EICAS and the NO APU Fire Detector checklist illuminate. We pulled up the AIR System synoptic and saw that the cabin was climbing between 400 and 500 feet per minute and was almost at 8;000 feet. The Captain decided to immediately descend out of FL400; however failed to get off the track prior to doing so. We leveled at FL360 as the pressurization started to stabilize.


Synopsis: Widebody flight crew reports pressurization anomalies at FL400 along with noise and vibration from unknown sources. The Captain initiates a descent without advising ATC and without turning off the airway. ATC is eventually advised and an emergency is declared. The pressurization system stabilizes at FL360 and flight continues to destination.
Date: 201605
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767 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
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Approximately 1 hour and 15 minutes prior to landing I was advised by the Purser that a female passenger was having an allergic reaction. A Registered Nurse was looking after the passenger. The EEMK was accessed. Dispatch and [ground-based medical assistance] were contacted via Satcom. The decision was to give the passenger two anti-allergy pills and to continue to destination. The epi pen was only to be used in case of airway blockage. EMTs were to meet the aircraft. Landing and deplaning was uneventful with EMTs meeting the aircraft. A debrief was accomplished after deplaning with the Registered Nurse and the Flight Attendants. The registered Nurse specifically wanted to talk to me to express her concerns. The Stethoscope in the kit fell apart when taken out of the kit and had to be put back together; and the blood pressure cuff was 'out of calibration'. She also expressed concern with the familiarity of the flight attendants with the aircraft (B767-300) emergency equipment and the EEMK contents.




Synopsis: B767-300 Captain reported the flight attendants used the onboard emergency medical kit and a passenger who was an RN to treat a passenger who was having an allergic reaction. Captain also stated the RN reported the quality of the kit was questionable and that flight attendant familiarity with the kit was lacking.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Communication Breakdown; Confusion; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Release Refused / Aircraft Not Accepted; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I; the FA2; noticed smoky haze through light in cabin around first class. Delayed calling cockpit on boarding because I wasn't sure it was anything or just light coming in through windows. Got a little worse and decided to call cockpit though still unclear if I was seeing anything. Then it got progressively worse and spread throughout aircraft until it was very noticeable. All were deplaned. Maybe about 25 minutes later; the cockpit suggested it might have been fluid in air ducts though was not diagnosed officially. Very little odor to me if at all but I have poor senses in that area. This all happened about the time of departure and I called cockpit to suggest I might be seeing haze in cabin and not to back away from the gate. As it got worse; captain could tell it was haze/smoke filtering through cabin and called the mechanics for further advice and then when it got worse; informed passengers to deplane. Aircraft taken out of service.My symptoms: slight headache yesterday; taste in mouth of something; and almost a need to take oxygen and replenish my body of good oxygen. Today; a lot more fatigue experienced throughout the day and slight dizziness at times.




Synopsis: MD-80 Flight Attendant reported a haze during boarding that led to deplaning and the aicraft removed from service.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After passing FL210 on departure we received an 'L OIL FILTER' EICAS message. We leveled off at FL270 and requested lower. OE Captain was PM and I elected to have him continue as PF while I ran the QRH. Left throttle was retarded to idle and the left engine shutdown IAW checklist when message remained displayed. [While] running QRH began a turn back to [departure airport.] Emergency declared with ATC with request for CRFF to be standing by. FA's briefed and PA made to passengers. We had an uneventful overweight Flaps 20 landing. (309;000 Lbs; 400 fpm) Logbook entry made. CRFF post-landing inspection reported no visible irregularities. Taxied back to gate and deplaned normally.




Synopsis: B767 Captain reported receiving L OIL FILTER EICAS message on climbout. Flight crew shut down the affected engine; declared an emergency; and returned to departure airport.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Global Express (BD700)
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Citation II S2/Bravo (C550)
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Was taking a relief briefing on the sector when a Global Express at FL450 requested lower. The working Controller answered; 'We have your request; it will be 9 minutes.' The Global Express answered with 'roger.' After the briefing; the Global Express said they would like an off course vector for lower. I answered; 'Roger turn 15 degrees left vectors for your descent; expect lower in 4 minutes.' The Global Express answered; 'Roger 15 left.' Two minutes later; the Global Express was 7 miles from a Citation at FL430 and said; 'Unable to maintain altitude; need to descend immediately.' I responded; 'Roger fly heading 330.' No answer. 'Global Express fly heading 170.' At this moment the Global Express started descending losing separation with the Citation. [I] told the Citation to 'descend and maintain FL400 immediately.' No response. Went back to the Global Express and said 'descend and maintain FL430.' 'Unable' was the response. The Global Express descended through FL420 and I told the Global Express to descend and maintain FL400. The Global Express answered; 'Roger descending to FL400.' Went back to the Citation and said; 'Climb and maintain FL430.' The Citation response; 'Roger never left FL430.' I put the Global Express back on course after separation was insured. If a pilot has an imminent need; they need to vocalize those needs before it becomes an emergency.




Synopsis: Enroute Controller described a loss of separation event when an aircraft needed an immediate descent; but failed to verbalize the need to ATC.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Just after taking our seats in [the cockpit] the aircraft lost electrical power. I looked at the overhead and noted that ground power was available and selected it on. (I presumed a bad ground power connection at first.) As my eyes passed across the overhead panel I noted and the First Officer verbalized a fault light on the APU master switch. Shortly thereafter; we got an APU AUTOSHUTDOWN ECAM. We followed ECAM procedures and contacted Maintenance. The APU was put on MEL and during that process; we noted a green flashing low APU [oil]. We pointed it out to the mechanic; but thought little of it at the time.After shutting down at our destination; the first flight attendant; informed us that on two of the previous three legs prior to ours; there had been fumes in the cabin that were so strong that passengers were covering their mouths and noses in an attempt to avoid the smell. He said he reported the fumes to the Captains in both cases; but that the Captains did nothing about it.Note that we nor the passengers or cabin crew detected any odors during our flight.We contacted Maintenance and explained the situation. I was asked to and did enter a write up in the Aircraft Maintenance Log (AML) and complete an aircraft cabin odor report as best as I could. (Since I was not on the flights where it occurred; I was unable to answer most of the questions on the report.)Maintenance showed up to the aircraft promptly after my call and found that the APU had been leaking oil and it appeared it had run down the skin of the aircraft and reentered at the APU intake.I was later informed that when Maintenance started the APU after my write up; 'flames shot from the back of the APU because the oil leak was so large.'This event occurred because the APU leaked oil and although the flight attendants made the problem known to the prior flight crew; they did not report it to maintenance.While; I'm not in a position to speculate how the first fumes in the cabin encounter could have been avoided; it seems from what I was told that had the first Captain to be notified of the issue made a logbook entry; notified maintenance; and filled an aircraft cabin odor report; the subsequent problems could have been avoided.




Synopsis: A319 Captain reported an APU auto shut down at the gate due to low oil quantity. The APU was deferred; but later; Maintenance determined that leaking oil likely caused fumes in the cabin on previous legs with a different crew.
Date: 201210
Local time of day: 1801-2400
Location: CRQ.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 7
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower CRQ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Environment - Non Weather Related; Airport; Aircraft
Primary problem: Ambiguous

Narrative: Cleared [for] takeoff; left turn to the VOR. Taxied onto 19R; lined up on centerline at the end of the runway began takeoff roll. During takeoff roll; on centerline heard a thump. [Though to myself]; 'What the heck?' Rotated; gear up; all normal; up and locked - everything seemed normal. Climb out normal through 500 FT. Climb to cruise normal (climb; speeds; performance; absence of vibration; etc.). Cruise flight normal. Cancelled IFR at the OCN VOR; proceeded directly to the airport. Approach; normal landing; until nose came down; then significant shudder and shimmy in the nose. Hauled back on elevator to lighten the nose; and slowed. Thought was just flat nose tire. In fact; that's what I reported to the tug guy when he called on the radio.Pulled off the runway itself (although not past the hold short lines). When tug guy came up; shut down (kept the engine running up to then so I had radio and lights; for collision avoidance and communications). Then; shut down; came around front to talk with tug guy. That's when I first noticed the prop damage. Prop tips damaged; taxi light shattered; no other evident damage.




Synopsis: Following a 'normal' flight; save for a 'thump' just prior to rotation; the pilot of a BE36 was surprised to discover significant damage to the nose gear and propeller after landing at his destination.