elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Galley Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: Flight Attendant was severely injured by a fallen liquor cart. I would like to bring to the attention of the FAA the inherent instability of the galley carts and ease with which they can be pushed over. While investigating the area of the back galley; it was apparent to me that the floor was irregular with deep seams. [Some] carts are much lighter than [other] galley carts along with [some] being excessively worn and unstable. In addition the liquor carts are loaded very top heavy. The top positions consist of ice and soda bins; all of which are much heavier than the liquor mini's and other miscellaneous items in the lower bins. [Some] carts themselves are much lighter than [other] galley carts which make them less stable. With the wheels remaining on the floor; one can flex the cart side to side by as much as six inches. The wheels play a role in the ease with which the cart may be tipped over. When the wheels are facing to the sides of the cart; the cart is much more easily pushed over. Lastly; another factor is the aircraft's pitch and roll characteristics. The pitch at the time was approximately three degrees nose up (Mach .78). I am unaware of any turns at the time of the accident. A combination of all the above factors; make it extremely easy to tip the cart onto its side. I can push the cart over with very little effort; and by pushing with only with my index finger.




Synopsis: An Air Carrier Captain reports a severe Flight Attendant injury due to a liquor cart tipping over in flight. He believes the carts are poorly designed and loaded in a top heavy condition. This condition can easily lead to carts tipping over.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Aeronca Champion
Operator: Other Flight School
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Other Downwind
Airspace: Class D ZZZ
Second aircraft: Talon (T38)
Reporter organization: Corporate
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; Student Pilot
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Near miss with a T-38 during a right downwind at ZZZ Runway XX. The T-38 did a go around for Runway XY and started a climb while we were turning crosswind to downwind; upon intersecting Runway XY the T-38 had leveled off co-altitude and was headed at us from the arrival end of Runway XY. IP (Instructor Pilot) had them in sight and was about to take controls to make evasive action when the T-38 aggressively pitched up as if they spotted us as well. Ultimately; the T-38 passed over and behind us within 500 ft. The T-38 was on a military frequency however we overheard Tower respond to their call with something along the lines of 'He was in a right downwind for [Runway] XX; no factor'.


Second narrative: ATC cleared me for right traffic out of Runway XX and I was staying in the pattern. ATC had cleared a T-38 for landing on Runway XY. The T-38 performed a go around and my instructor point out that he was headed directly for us. I saw him aggressively pitch up and climb above our wing.


Synopsis: Flight Instructor and Student reported a Near Mid Air Collision and observed the other aircraft pitched up aggressively to avoid collision.
Date: 201503
Local time of day: 1201-1800
Location: ZBAA.Airport, FO
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZBAA
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: STARS in the 747 Navigation (NAV) database do not match the charted STARs by name. They are not even close. ZBAA (Beijing) has a history of assigning the arrival procedure very late in the arrival sequence. When the procedure designation in the FMC does not remotely match the name on ANY chart; and one only has a couple of minutes to load the procedure; there is no time to start at the top and search manually for one that follows the same points. We almost flew past a clearance limit due to not knowing which arrival to program in. Chinese controllers are not adept with manual control of aircraft in airspace where they expect it to be automated. We were minutes from a potentially very dangerous situation. At the very least; we were minutes away from a Chinese violation. This is a regular occurrence flying into ZBAA and unsatisfactory. In addition; every database update changes enough of the STARS that familiarity cannot be counted on. A good example of this is; one First Officer (FO) on this leg had the 'paired' FMC database STAR electronically written on the page in his EFB. That STAR no longer existed in the FMC for the runway we were assigned.  It was pure luck that we found the correct one in the FMC before flying past the first fix associated with the clearance.




Synopsis: A B747 First Officer states that the STAR names in the FMC do not match the names on the arrival charts for ZBAA; causing late selection of the assigned arrival procedure.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon take off into climb real bad smell of something burning overtook the cabin. As the A-F/A I called the captain and advised him of the burning smell; which he said he was able to smell as well; but would get back to me. A few minutes later my first class passengers began to cough; I got up to see if they're ok; at that time I began to feel dizzy; nauseous; and had shortness of breath. Captain called back and asked was there smoke; [there] was none; and was [it] getting worse; he [then] advised me that it's going to be a precautionary landing and he would make the announcement to the passengers. [At that time] we returned back to [departure airport].




Synopsis: ERJ-190 Flight Attendant reported the flight returned to the departure airport after the cabin filled with noxious fumes.
Date: 201705
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower LAS
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We requested taxi clearance and were given instructions to proceed to Runway 7L via taxiway H and monitor tower only. Las Vegas tower called us and told us to hurry up and taxi faster to the hold short line because we were going to get an immediate departure. Approaching the line of hold short we got cleared into position and as we were taxiing tower said 'DO YOU SEE THE 737 TAKING OFF FROM YOUR LEFT?' and we responded 'NO AT THIS TIME.' There was some confusion and he cleared us for takeoff. As we lined up with the runway we got rushed by the controller and realized we overturned and were facing runway 1L. We realized this immediately as well as the airplane showed us the same on our Primary Flight Display and simultaneously tower called and said 'STOP TURN OFF THE RUNWAY ON TAXIWAY BRAVO IMMEDIATELY.' We did as instructed and without any harm got re-cleared for takeoff on runway 7L again. There is a hot spot #4 at this intersection of runway 1L & 7L that makes it difficult to spot which runway you are ON because there are displaced thresholds. This coupled with the controller urgency for us to hurry confused us while taxiing and doing our pre-takeoff checklist.


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


Synopsis: Corporate Jet flight crew reported lining up on Runway 1L instead of 7L for takeoff at LAS; shown as hot spot #4.
Date: 201301
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Portable
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was doing the A CHECK but I did not notice that the oxygen mask was disconnected. I was at the terminal working the night shift and nobody else was involved. The FAA Inspector made his inspection and noticed this issue. I reconnected the oxygen mask to the bottle and made an entry in to the log book. I made the inspection and saw the bottle with oxygen mask in the top and it appeared to be connected.




Synopsis: A Maintenance Technician did not recognize that an oxygen mask was not connected to the bottle until it was pointed out by an FAA Inspector.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On short final a B737 requested a 360 and did not give a reason why; traffic was relevantly slow and I had one A319 six mile final cleared to land and looking on my scope I saw a second B737 flight inbound Runway 25L approach talking to Approach about 17 mile final. I told the second B737 to fly runway heading and I would coordinate and see if I could get him a closed traffic pattern. I coordinated to Final Sector to see if they would allow a closed traffic behind the A319. Hesitantly; the Final Sector approved the request; I believe that is what pushed me to opt for the closed traffic. As the second B737 climbed; I issued left closed traffic; adding I need you to keep it tight for traffic on 15 mile final; and instructed to advise the A319 on 2 mile final in sight. The second B737 reported the A319 in sight and I instructed the second B737 to follow the A319; 'cleared visual Runway 25L' and then also told the second B737 traffic 15 mile final. The second B737 did not turn base to final and was nearly abeam the company aircraft. I asked if I could take the first B737 to the 19's and he said that was fine. I told the second B737 to fly north for Runway 19L; as I instructed this; I noticed Final had started turning another B737 and another A319 north to the 19's to avoid the first B737. I had not had time to coordinate my intentions at this point to Final sector to avoid them changing the second B737 and second A319's route to the 19's. I observed the first B737 turn north and ask the B737 if he still had his company in sight; he reported the company insight. I told him to follow his company to the 19L and maintain visual separation. Tower had visual out the window with all aircraft at all times. I do not believe there was loss of separation or a vector below the MVA. I am fairly low in experience and during training our Tower simulator was not running yet; I have requested to have a few days working on the simulator running problems that involve unusual situations. I need to continue to improve my skills and make better decisions during times of unusual situations and will continue to strive to be better.




Synopsis: Limited experienced Controller described a complex traffic event that eventually resulted in a go around; the reporter indicated the need for training on unusual traffic situations.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Distraction; Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Speed All Types; 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: On takeoff I was the pilot flying.  After taking off; I called for the gear up.  The Captain was distracted by other aircraft and helicopters operating in the vicinity and did not raise the gear.  This was my first flight in over 30 days and I was distracted flying the aircraft and making a rapid turn out at 400 feet to heading 020 for the departure.  I called for the flaps up and the after takeoff checklist on climb out.  The Captain raised the flaps and stowed the spoilers but failed to run the checklist or raise the gear.  The cockpit was very loud on departure.  I checked the pressurization (which was fine) and assumed that it had been so long since I'd flown that my memory of the noise was off.  As we passed 10;000 feet; the barber pole speed moved to show a limit of 280 knots.  This prompted the Captain to identify that the landing gear was down.  I slowed the plane above 10;000 feet and the Captain raised the gear.  The landing gear doors were oversped as the landing gear was raised.


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


Synopsis: A320 flight crew failed to raise the landing gear after takeoff. Gear status was recognized when barber pole speed limit of 280 knots was noted passing 10;000 feet.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: F/A 18 Hornet/Super Hornet
Operator: Military
Flight plan: VFR
Mission: Training
Flight phase: Descent
ATC / advisory: Center ZZZ
Reporter organization: Military
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: A two-ship military flight on a training mission was descending to commence [a Visual] low-level training route. During the descent; the wingman gained sight of a light civil aircraft overhead the formation flying in roughly the same direction. The wingman directed the lead to 'push the nose over.' Neither aircraft had any radar indications of the traffic ahead. It appeared the traffic aircraft never had sight of the military aircraft. The military aircraft were VFR; squawking appropriately; and were in communication with the local FSS in preparation to enter the [Visual] route. As it seems both sets of aircraft were VFR; preventing the recurrence was solely incumbent on the pilots. In this case; the military aircraft were rapidly overtaking the civil aircraft and had collision avoidance responsibility. Lack of radar indications and difficult visibility in the forward quarter due to the environment during the descent led to a very short-range visual pickup. Preventing near midair's like this one in the future requires extra vigilance during dynamic maneuvers while VFR.




Synopsis: Flight of two F/A-18s took evasive action to avoid a light civil aircraft while descending VFR to a Visual Training Route.
Date: 201902
Local time of day: 0601-1200
Location: ORD.Airport, IL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Takeoff into wake of preceding aircraft with flaps 5. With 'positive rate; gear up' FO (First Officer) raised flaps [instead of] gear. We had rotated late and flat in anticipation of wake. Carried extra airspeed into air; never had a settle; speed low warning; or entrance to barber pole area of tape. Noticed configuration deviation when I looked for flap retract bug to go from flaps 5 to 1; but only had clean min/man bug. Also noise from nose gear gave it away and was able to reconstruct what happened. Distraction and complacency due to takeoff into prior jet's wake. Mistake plain and simple. Had flown with FO a few dozen times; no concerns. Just flat out grabbed the wrong handle.


Second narrative: We were cleared for takeoff on RWY 28R and N5 after an A320. Take off roll was normal. Rotation was normal. After rotation; with a positive rate of climb I called 'positive rate'; the Captain called for gear up. Once airborne; we began to experience some wake turbulence from the Airbus. The Captain was having to add trim and counteract the wake. He then expressed that something did not seem right. I began to scan the panel and saw that the gear was down and the flap handle was selected in the up position. I raised the landing gear at that time. The airspeed was below limits for the gear. The airspeed was passing the 'up' bug as we accelerated. After this we climbed out normally. I got complacent and did not visually verify the handle I was moving. I inadvertently grabbed the flap handle when the gear up command was given. Visually verify any and all handles; knobs and switches before moving them.


Synopsis: B737-800 flight crew reported the pilot monitoring inadvertently retracted the flaps instead of the landing gear after takeoff at ORD; with wake from a preceding Airbus A320 cited as contributing.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise we got a ECAM alert of hydraulic blue sys low press followed by blue hydraulic low quantity. Followed ECAM checklist and contacted Dispatch to discuss option. Determined it best to continue to ZZZ. We advised ATC and landed on Runway XX.It was an unforeseen event that was handled according to company passengers and policies.


Second narrative: During cruise; the ECAM notified us of a HYD B RSVR LO LVL failure with associated B SYS LO PR. Followed ECAM procedure and secured B SYS Hydraulics. Notified Dispatch; evaluated situation; advised ATC and landed safely in ZZZ.The decision to continue to ZZZ was a good one; giving the crew and myself plenty of time to assess and not rush. First Officer (Pilot Flying) did a good job staying on task while I handled the problem with Dispatch and the Flight Attendant crew. He also did a nice job flying.Failure of an electrical HYD pump cannot be planned for. Good crew coordination makes the response to the problem easier to handle.


Synopsis: A319 flight crew reported loss of Blue System hydraulic pressure and quantity resulted in a precautionary landing.