elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We were ferrying an airplane from ZZZ to ZZZ1 that had not been flown since May 2020. There was lots going on with the plane in the hangar when we arrived and we were past the scheduled time of the plane being returned to service. The plane was finally pushed back onto the ramp and the APU was left running for us. Since it had not been flown for quite a while; my FO did a walkaround clockwise and I went counter clockwise to make sure all looked normal on the outside. We then proceeded to contact Dispatch for fuel requirement and did the acceptance checklist so we could make sure everything checked out before we took the plane. I went back inside and watched them sign off the aircraft and put it back into service after talking to Maintenance in ZZZ. I talked once again to Dispatch and printed the paperwork and went back to the plane. During that time the VOR was being updated and Maintenance was still walking back and forth to the plane carrying stuff. One Maintenance worker even came on board at the end looking for a spray that another employee thought he left on the aircraft (he called the Maintenance employee from home to ask him to look for it) and the FO and myself once again did another search of the aircraft inside and out. With everything going on I unintentionally forgot to check on the logbook again and was advised the next morning that it was not on board the aircraft.With the non-normal nature of the flight (coming out of storage);  I would take the time to verify with Maintenance and the crew that the airplane is ready for return to service and ensure all required documents are on board the aircraft. Next time I will slow down and follow the checklist to mitigate this non-compliance and double check that the book is on the aircraft.


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


Synopsis: Air carrier flight crew reported being distracted during preflight and the flight departed without the logbook on board.
Date: 201903
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
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: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: L2 Door arming lever stuck would not go down. Maintenance called. During takeoff burning smell very strong in cabin. During climb CA (Captain) called to inform us landing gear stuck down and returning to ZZZ. Returned without incident. When (Flight Attendant) FA-A called for doors armed; my arming lever would not go down on L2 DOOR. It felt like something was jamming the arming lever. Called FA-A. She came and tried it. It wouldn't budge. CA came to aft to try the door. It still wouldn't budge. Maintenance was called. They came out and opened and looked at the door. Then closed it a few times. After he closed the door the arming lever worked. I'm positive a part or something was stuck in the door. Maintenance was a bit shady and looked like they didn't know how the door worked. I felt uneasy. Maintenance seemed unsure. We then pushed back and took off. During takeoff a burning smell came into the cabin. It was so strong it burned and irritated my nose and started giving me a headache. People were covering their nose and mouth. I called FA-A. It was just as bad in the fwd [cabin]. After a few seconds the CA called and said the landing gear was stuck down and we would be returning to ZZZ. We stayed in our (jumpseats) JSs and landed without incident.




Synopsis: EMB-175 Flight Attendant reported burning smell in cabin shortly after takeoff.
Date: 201605
Local time of day: 1201-1800
Location: ZMP.ARTCC, MN
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Second aircraft: Large Transport
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Workload; Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: DENVER SPECIAL!Aircraft Y checks on to my frequency from Denver 8 level at FL360; but FL370 is in the data block! I have head on traffic at FL360! I asked Aircraft Y to verify his assigned altitude. He confirms he's assigned FL360 (he's eastbound). Aircraft Y and Aircraft X's conflict alert goes off. I now have to call Denver 8 and Denver 18 to get control to climb Aircraft Y! With only two minutes Aircraft Y needs to be level at FL370 and he's climbing at 500 feet per minute. I ask how long it will take the pilot of Aircraft Y to level. He responds 15 seconds. I visibly notice his rate of climb increasing to expedite up!I have filed countless reports in order to remedy these unsafe; daily situations. Many more go unreported on a daily basis. Reporting has been completely ineffective!




Synopsis: ZMP Controller reported an unsafe situation that he continually receives from another Centers Sector. Controller has reported many times the problems with the other center and advises nothing is being done about it.
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing; Takeoff / Launch
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff after V1 during rotation; both the Captain and I felt unusual vibrations with the aircraft. We continued to raise the gear and noted no abnormalities other than the vibrations which at the time were thought to be wake from [the aircraft that] departed prior to us. During cruise we talked about issues it could have been; and to be cautious we both agreed it may have been something to do with the wheels/tires. However; no abnormal indications with our landing gear retraction or brake temperature were to be found so we continued to [our destination]. The flight attendants also noted no abnormalities from the cabin and the flight proceeded as normal. On arrival we opted for the longest runway just in case any issues were to arise. During gear extension we listened for any abnormal sounds and none were noted. Our touchdown on landing was normal; but followed by the same type of vibrations felt previously on takeoff. I brought the aircraft to a slow taxi speed with mostly thrust reversers and with little braking could feel the aircraft wanting to pull to the right. After exchange of controls we exited the runway and continued a slow taxi to the gate safely. Both the Captain and I did a post-flight walk around and found the outboard tread on the right side main landing gear had about a third missing. Cosmetic markings from the tread could also be seen under the wing/flaps. We contacted Dispatch and they said they would notify [departure airport] Tower that there may be tire tread on the runway. After we found the issue on the walk around; I also contacted [arrival airport] Tower and notified them of the issue we had; and advised they do a runway check to make sure no tire debris was on [the] runway. I would also like to note that on my preflight walk around I checked the tires and did not note any abnormalities.I do not have any suggestions as we couldn't be sure as to what the problem was until landing. We could have turned back although; again; we had no indication as to what exactly the problem was. I do think we made the correct decision in choosing the longest runway. I feel as though the flight was operated the safest way it could have been with the given circumstances. CRM here was also great as both the Captain and I talked and prepared for all scenarios.




Synopsis: CRJ-900 First Officer reported a vibration on takeoff and landing was later found to be tread separation of the outboard main landing gear tire.
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
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; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing north on the SID we entered icing and turbulence. The anti icing turned on normally. After a couple minutes an EICAS massage; #2 Bleed Fail followed by a couple more anti ice failures. We started the QRH to deal with the bleed failure. I hoped we would soon climb out of icing conditions. By now we were approaching 10;000 ft. and cleared to FL230. Before finishing the bleed failure QRH; approximately 15;000 ft. we started loosing cabin pressure. We reached FL220 till we leveled off [received priority handling]. We used our crew O2 masks and the cabin oxygen deployed. Also started a decent and with ATCs suggestion and help we diverted to ZZZ1 and landed.Looking back it would have been better to return to ZZZ.




Synopsis: Loss of Engine Bleed Air resulted in an emergency descent caused by loss of cabin pressure and anti ice protection; requiring a diversion.
Date: 201405
Local time of day: 1201-1800
Location: STT.Airport, VI
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower STT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I was inbound to RWY 10 at STT from the south. I had been given radar vectors to be sequenced behind a B757; who was inbound from the north. As I was receiving vectors at 1500ft that took me slightly north of the localizer (and slightly downwind of the jet's position); the jet was on the localizer ahead of me; coming through my altitude on the glideslope. The SJU Approach Controller advised 'caution wake turbulence' and had me switch over to Tower. At this point I am below and a little downwind of the jet; and behind by what I'd estimate to be about 3-4 miles. I decided to go to in-range power at this point to put a little more distance between me and the B757.  I would much rather be above the wake than below it; but I knew in order to safely get above it; I'd have to get upwind of it (right and south of localizer course). As I started to make my way to that side of the course; I felt a sharp shake of the airplane and then a quick snap roll to the left; close to 90 degrees of bank. I regained control of the airplane and brought it back to level flight using aileron and rudder. I checked all gauges and looked around the visible surfaces of the airplane and noted everything was working the way it should. I turned around and gave the 6 passengers a questionary 'thumbs up' and received thumbs up back. I turned back around and continued to fly.  The plane did not fly any differently after this event; so I continued the VFR approach; 2 dots above the glideslope until I landed without incident.   Upon arriving at the gate and after shutdown; I asked all the passengers if they were OK and apologized for the event. Everyone seemed fine and I only received one question asking what that big bump was. I explained in simple terms what happened and everyone proceeded to deplane. I take full responsibility for this wake turbulence event. Even though ATC vectored me below and downwind of the B757; it is my responsibility as PIC to avoid wake turbulence. I should have either asked for an avoidance deviation or just deviated and explained later. Visualizing where you think the wake is either drifting or not drifting (based on winds) to is also important.




Synopsis: C402C Pilot reported encountering wake turbulence that resulted in a 90 degree bank on approach to STT in trail of a B757.
Date: 201912
Weather elements / visibility: Turbulence
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Contributing factors: Company Policy; Procedure; Weather
Primary problem: Company Policy

Narrative: Captain told us we would have about 30 minutes for service and that there would be moderate turbulence that would require us to suspend service 15 minutes before landing prior to departing ZZZ. The Captain would not tell us to fore-go service and would not back us up when we expressed our concerns about the short time and the fact that there would eventually be moderate turbulence. 30 minutes to set up; take orders; pass out snacks; serve a full plane; do seconds; clean up the galley; clean; and secure the cabin. We were not even finished with our drink service when we were instructed to clean up and take our seats for about the last 15 minutes of the flight. Cleaning the galley and securing the cabin required us to be up after we were told to be seated as we would have no additional time before landing to secure the galley.This is the second time this month my safety as well as my crew's safety has been jeopardized with not enough briefing information and also us being required to do a FULL beverage service on flights under 60 minutes of actual flight time. This has been the requirement on many flights throughout the last two years. It is not safe to be out of our jumpseats serving on flights under 60 minutes. We have to setup; take orders; pour; get snacks out; make several trips to and from the galley with full trays; do seconds; pick up trash; break down the galley setup; pick up trash again; and secure ourselves in our jumpseats before landing. On some flights; the flight crew is still up after final descent bells [while] cleaning their galleys.




Synopsis: B737 Flight Attendant reported lacking the adequate time to safely perform required cabin service on short flights in turbulent weather.
Date: 201406
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure; Manuals
Primary problem: Procedure

Narrative: I was scheduled to deadhead to work a one leg flight. Upon arriving; I immediately went to the departure gate which was across the hall. I was met by the Passenger Agent and Captain; who informed me that they had already boarded and were ready to go as soon as we (another deadheading flight attendant and I) were settled. I walked on the aircraft; introduced myself to the Lead and proceeded aft to stow my belongings. Once I was back there; I realized that there were no other flight attendants on board. I approached the Lead and asked where the boarding flight attendants were and she stated they had a deadhead flight to get to. I had a discussion in my recurrent training last year that addressed this scenario. I was advised that if there are through passengers only one Flight Attendant is needed since those passengers have been briefed on the safety equipment. However; once you have boarded the flight attendants must stay on the aircraft since the new passengers have not yet been briefed on the safety equipment. I don't believe anyone was aware of this besides me.I believe Operations shouldn't board a flight unless they are certain the boarding crew can stay until the other crew arrives. I also feel there needs to be more training on this with flight attendants; flight deck; and Operations; as I don't think anyone else realized this was an issue.




Synopsis: A flight attendant who had deadheaded to work a flight boarded the outbound airplane to find passengers had already been boarded despite having fewer than the required number of flight attendants on board.
Date: 201503
Local time of day: 0001-0600
Location: IAH.Airport, TX
Flight conditions: IMC
Weather elements / visibility: 1/4
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: Tower IAH
Second aircraft: Large Transport
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Time Pressure; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I observed this error while working LN (08L). This incident happened on LC (08R).Aircraft X was on approach to land runway 08R and slowing. Field visibility was 1/4 SM and ceiling OVC002. Aircraft Y was behind him with an overtake situation. I noticed the overtake and asked the Local controller (LC) if the monitor was taking care of that. The reply was nope they haven't said a word. After IFR separation was lost the final monitor controller called the LC controller and said are you going to break him out? The LC controller said isn't that your job. The final monitor did nothing with the aircraft; and the LC controller turned around and told the FLM (Front Line Manager) what should I do with these two? The FLM did not respond or give any answer so the controller let him land.This is a common problem at this facility where the final monitors do not pay attention to the traffic. They are reactive and not proactive to the aircraft situations. This is also an issue because final doesn't know if they should be breaking out the aircraft and the LC controller wasn't sure if they should break the aircraft out. During this configuration and with the weather like it was; the final monitor has separation responsibility till one mile final. The final monitors need refresher on what their roles and responsibilities are. The tower should also be reminded of our responsibility during this situation via a briefing.




Synopsis: IAH Local Controller (LC) describes a situation where the other LC and other final monitor had a loss of separation; due to the final monitor not slowing the aircraft and/or the other local not sending the aircraft around. The other local asked the Front Line Manager what to do; but got no response.