elihoole/asrs-aviation-reports huggingface dataset:
Date: 201410
Local time of day: 0601-1200
Location: MEM.Airport, TN
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B MEM
ATC / advisory: Center ZME; TRACON M03
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During descent prep; MEM ATIS was calling for landings on rwy 36L; 36R and 27.  We set the FMS up for ILS 27.  We were flying the BLUZZ ONE RNAV ARRIVAL.  We were instructed to abide by the altitude restrictions on the arrival.  We descended to 10000 feet prior to BLUZZ for altitude restriction at COPEN as depicted for landing rwy 27.  When handed off to MEM APPROACH we were told to expect rwy 36R; which changes the arrival altitude restrictions to 14000 feet at LTOWN.  We queried ATC about the altitude and they told us not to worry about it.  We were on course at all times.  The crew should of asked MEM Center what runway to expect.


Second narrative: Wrong arrival transition flown; resulting in descent to an incorrect altitude. Four thousand foot altitude deviation.Arrivals with descent 'windows' and multiple runway transitions may reduce ATC workload but can significantly increase flight crew workloads. As such; when landing multiple runways that trigger significantly different transitions off the same arrival; ATC should be required to state the appropriate RUNWAY transition; not just landing direction; e.g. 'descend via the BLUZZ1 arrival; Runway 36R transition'.


Synopsis: CRJ-900 flight crew reported deviating from charted altitude on arrival to MEM; citing confusion regarding runway assignment.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Routine Inspection; Pre-flight; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As I was conducting an exterior pre-flight; Crew Chief handed me Dangerous Goods Form paperwork. [Flight crew] had received an ACARS message to expect DG to be loaded on aircraft. Later we received a message that no DG was loaded onto aircraft. Confused called for crew chief to come to the flight deck for clarification. Crew Chief confirmed no DG loaded on the aircraft. Confusion on paperwork [cause the DG uncertainty]. I would recommend that the actual hard copy of the paperwork not be given to the flight crew until the Crew Chief confirms that the DG is actually going to be loaded onto the aircraft. If for some reason the DG is removed from the aircraft then it should require that the Crew Chief come to the flight deck in person to verify to the flight deck crew that in fact there is no DG on the aircraft. I did place a call to our Dispatcher to coordinate a call with the Load Control to try to get a confirmation as to whether we did or did not have DG on the aircraft. After about a 3 minute hold they came back on-line and said they were unsure after speaking with Load Control. You could hear frustration in the Dispatcher's voice as they shared this happens more times than you would think. Given that we are dealing with DG and Load Control and Dispatch are far removed physically from the event I believe the Crew Chief is the best resource for the actual verification of DG onboard an aircraft.




Synopsis: Air Carrier First Officer reported a communication breakdown between flight crew and ground personnel regarding the uncertainty of whether or not DG cargo was loaded on the aircraft.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
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: Pre-flight; Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When we; the crew; entered the aircraft; there was a whiteish haze in aircraft. It smelled kind of sweet and wired. First Officer said smelled like Freon. We got off [the] plane advised CSA not to board.  All of us flight attendants ended up with a headache between our eyebrows. [It] diminished through the flight and by the time we got to ZZZ; mine was mostly gone.




Synopsis: B737-900 Flight Attendant reported haze and odor during aircraft preflight. Flight Attendant crew reported experiencing physiological issues.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: Airliner 99
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Third day of OE; first time on reserve. Planning a flight to ZZZ; an unfamiliar airport on an unfamiliar route. Multitasking trying to get all the preflight tasks done; while loading the plane; rushing to go as we were already late. We had two boxes of dry ice for which Hazmat paperwork needed to be completed. Failed to email a copy of Hazmat paperwork to Dispatch prior to takeoff.Recalled not sending an email during the afternoon following the flight.Caused by being new to the route; inexperienced dealing with Hazmat procedures; being rushed to leave.Realized my error and decided to submit a report.I will slow down; not let myself to be rushed by external factors. I will send out the email as soon as the Hazmat paperwork is completed.




Synopsis: Air Taxi First Officer reported flight crew inadvertently departed without complete required Hazmat documents.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; 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 Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon gate arrival; flight deck door swung open and Captain said get everyone off this is a fume event. We deplaned as normal and flight attendants 1 and 3 began to experience symptoms immediately.


Second narrative: FAs 1 and 3 were finishing gate arrival procedures when Captain swung open flight deck door and asked 'do you smell that'? I replied 'smell what?' Just as I said that the pungent odor hit us (Number 1 and 3 FAs) and then lingered at galley and entry door area. We opened [the] door as soon as an agent arrived to deplane the passengers.


Synopsis: B737-800 Flight Attendant reported that at gate arrival the Captain ordered immediate passenger deplaning due to a fume event. Flight Attendant crew reported experiencing physiological issues.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: We were holding short of Runway XXL at ZZZ; ready for takeoff; when Tower said; 'I have a 'slight' reroute for you; advise when ready to copy.' We copied the route; loaded it in the FMC; verified the route; took a quick glance at the fuel and took off. Once we leveled off at our final cruising altitude of FL370; it became readily apparent that the reroute took us several hundred miles out of the way and we may [now] be landing below our required minimum fuel due to possible weather deviations. I noted that the weather at ZZZ1 was VFR and contacted Dispatch via crew cell. We agreed the weather was acceptable and removed JFK as the alternate allowing us to land with the required fuel minimums. As it turned out; we did land with the required fuel including JFK as an alternate; albeit not with; in my opinion; an acceptable margin of safety. 6.4 [was] required [and we] landed with [approximately] 6.6.Expectation bias played a huge role here along with being ready to take the active when we were given this 'slight' reroute. A 'slight' reroute suggests an additional fix; maybe two - not the extensive reroute we were given. [This reroute was a] significant change.To mitigate this happening again; I need to remind myself that ZZZ during July and August is a huge thunderstorm magnet and reroutes are common. And as a Captain; I set the pace and am completely responsible for the safe operation of the aircraft. I should have taken the time to taxi to a place where; after loading and verifying the route; I could call Dispatch; verify the route in detail; and possibly return to the gate for additional contingency fuel.




Synopsis: A321 Captain reported accepting a reroute just before takeoff that resulted in a marginal fuel situation at destination.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-46 Malibu/Malibu Mirage/Malibu Matrix
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: After experiencing a rapid decompression; we began our [rapid] descent prior to advising ATC of the need to descend. At some point after the [rapid] descent began; ATC queried us on our altitude. At that point I advised ATC that we were in an 'emergency descent'. After further clarification; ATC cleared us to descend and maintain 11;000. Shortly thereafter; we diverted to [a nearby airport].




Synopsis: The pilot of a PA-46 reported a cabin decompression; followed by a rapid descent that was not coordinated with ATC.
Date: 201906
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Commercial Fixed Wing
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: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Taking off out of EWR on [Runway] 4L; given a level off at 4;000 feet. Encountered wake turbulence at 3;500 feet; went through our altitude of 4;000 feet to 4;600 feet before recovering back down to 4;000 feet. Notified ATC [of the] altitude deviation.


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


Synopsis: B737NG flight crew reported overshooting their cleared altitude departing EWR after encountering wake turbulence.
Date: 201907
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Manuals; Incorrect / Not Installed / Unavailable Part
Primary problem: Human Factors

Narrative: During preflight it was not noticed that the FMS had the wrong aircraft database load on it. The date was correct but the database load was wrong. Entered in the FMS was a load for a [different model aircraft]. And not the load for a 767. Later; in the day after a turn. I had the same airplane and this was brought up to my attention. The wrong database was loaded on a previous flight and was not solved before our flight. And; on our flight it was not noticed as well. Just adherence to the [flight manual] and; a not hurried approach to the cockpit set up.


Second narrative: Was made aware by the following crew that Aircraft X had a [wrong] database installed.MX installed an incorrect database and I failed to catch it on my preflight. Aircraft had flown in from ZZZ so was not caught by prior crew either. No mention of Database installation in 20 day MX history so I believe the AC has flown a number of flights with the incorrect [database].MX adherence to procedures and a more accurate preflight on my part.


Synopsis: B767 flight crew reported incorrect database installed in the aircraft.
Date: 202202
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Time Pressure; Training / Qualification; Communication Breakdown; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Security; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural FAR
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: On Date we had a bag come down to the bag room with out a tag; When the tag came down it had hand written fire arms on it. I received the bag about ten minutes [prior] to departure. I tried to call Management to figure out if its safe to load. We did not have one on duty. This put me in a position of guessing if it was safe to load.




Synopsis: Air Carrier baggage ground personnel reported a personal bag arrived with a hand written 'fire arms' note and without required firearms forms attached.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach into ZZZ at approximately 7000 feet my (First Officer's) windshield made an exploding sound and the entire windshield cracked. I could not see through the windshield; however I was the non flying pilot and the Captain continued the approach and normal landing.




Synopsis: A-319 First Officer reported right cockpit windshield cracked during initial approach.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: We were cleared into the Alleyway to proceed to the gate from ramp control. As one taxis in; that gate is on your right. Unknown to us; at a gate (on our left); a B747 had taxied in sometime before us. However; they did not taxi the entire way into the gate. They had stopped short of the gate; and were in the process of being towed in by a tug the rest of the way. We were cleared into our gate by ramp control. As we were clearing the area to our right; I saw a blue flash in my peripheral vision to the left -- and saw the right winglet of the 747 dangerously close to our left side. I told the Captain to 'STOP' which he did abruptly. A wing-walker/marshaller was also giving the stop sign. It seemed like the B747 tug team pushed their aircraft backwards during their tow-in. If we had continued straight ahead; our left wing would have gone under the B747 wing by several feet.  When we queried ramp; the controller only said; Yeah; they usually take forever to tow-in that B747. We were cleared in by this same ramp controller -- never apprised of the tow-in in progress.




Synopsis: A319 First Officer reports a near collision with a B747 during taxi into an alley gate. The B747 was under tow into a gate on the opposite side of the alley and may have been pushed back slightly. Ramp Control did not mention that the B747 was under tow.
Date: 201710
Local time of day: 1801-2400
Location: BWI.Airport, MD
Weather elements / visibility: Turbulence
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Aircraft component: Flight Dynamics Navigation and Safety
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
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the Captain and pilot flying. Very shortly after liftoff on an RNAV departure; my Navigational Display went blank and various other indications on my PFD and the Upper DU (Display Unit) intermittently blanked and reappeared. Whenever my flight instruments blanked; the entire Fuel Quantity display 'box' on the Upper DU also blanked; and we got an amber Display Source in the lower left corner of my PFD. This cycling occurred fairly frequently during the first 14;000 feet of climb and much less frequently during the latter portions of the climbout. Sometimes the instruments were blank for a longer period of time; and other times they cycled repeatedly for very short periods of time. We were also in light to moderate turbulence during the majority of the departure and climbout to FL300; for what that's worth. My Flight Director briefly drove out of view once and returned maybe 10 seconds later; and the autopilot clicked off once. The First Officer (Pilot Monitoring) completed the QRH non-normal checklist for Display Source. As I recall; the instruments did not blank at all during our short time in cruise; but in the descent; they started cycling and blanking again. The closer we got to the ground; the more often they tended to blank. We had frequent blanking and cycling on downwind and on the approach.I wrote it up on the ground. It was [previously] written up with a sign off of 'Removed and Replaced #1 DEU;' and it was written up [a few days later] with a sign off of 'Reset DEU-1 Software.' In response to our writeup; maintenance ran several tests; but all tests were normal. [Maintenance] also reseated something down below; but could find no obvious cause for our problem. Due to no known cause for a known recurring problem with our non-deferrable flight instruments; I refused the aircraft for the next leg.




Synopsis: B737-800 Captain reported refusing to accept an aircraft after experiencing autoflight display anomalies that had occurred at least twice in the recent past.