elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 0001-0600
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: Center ZDV
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: Distraction; Workload; Human-Machine Interface
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Chart Or Publication; Aircraft; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: Descending via the FLATI 1 RNAV Arrival to Denver; ATC gave us a clearance to cross ELLDO between 17;000 and FL210 (chart restriction is between 16;000 and FL210.  We did not know the exact format for that clearance; so the I (PF) (Pilot Flying) programmed in FL180.  No wonder we could not remember the format to enter.  The B737 Flight Manual states; 'Pilots cannot manually enter or modify altitude restrictions between two altitudes.  These types of altitude restrictions are only stored in the navigation database.'  This is a problem and causes distraction during a critical and busy phase of flight.  This clearance appears to consistently be given; as twice in two days on the FLATI 1 RNAV STAR; the same clearance to cross was given (once landing north; and once south).  This time we were landing south.  With FL180 in the window; I realize I should have put the bottom available altitude 17;000 feet in.  The FMS message came up 'steep descent'.  I utilized full speed brake; but went above the path up to 1300 feet.  Came down as aggressively as possible and even went slightly faster than the chart speed of 250 knots (did not exceed speed by more than 10 knots).  Crossed BSAFE about 200 feet high at around 258 knots.




Synopsis: Air Carrier Flight Crew flying 737 aircraft reports Air Traffic Control issues clearance conflicting with aircraft capability.
Date: 201401
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pitot-Static System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: On arrival descending through approximately 16;000 FT as we entered the clouds we encountered multiple failures. First Officer airspeed indicator decayed to '0' KIAS; ATS lever tripped; yaw damper '2' tripped; engine primary N1 mode failed. All systems reset once we were clear of clouds. We then reentered the clouds and all failures immediately re-appeared. We then requested vectors to remain clear of clouds which we did not receive. Then we declared an emergency in order to remain clear of clouds. On approach after both autopilots were engaged; the Number '2' autopilot failed. We continued the cat II approach with 1 autopilot to an uneventful landing. No assistance was needed on the ground.


Second narrative: Multiple aircraft failures immediately following flying thru cloud with precipitation in it. Lost Number 2 autopilot; ATS; primary engine mode; yaw damper; First Officer's airspeed indicator. Declared emergency to avoid flying into anymore CB clouds and further icing degradation. I suspect failure of pitot heat to defend against icing up First Officer's pitot tube.


Synopsis: A300 flight crew experiences multiple pitot static system failures upon entering clouds during descent; which immediately disappear upon exiting the clouds. When clouds are entered again the scenario repeats. An emergency is declared to remain clear of clouds during vectors for approach.
Date: 201506
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach; Landing
Airspace: Class C ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Situational Awareness
Second reporter function: Flight Attendant In Charge
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On short final; inside the final approach fix; I was notified that a passenger ran into the first class lavatory and was possibly sick and wouldn't come out. After a quick discussion with my First Officer I felt it would be safer to continue the approach and land. I exercised Captain's emergency authority because I felt to go around with all of the early morning traffic posed a greater threat to the flight than to land. Also if the passenger was sick and needed medical attention being on the ground would be best. We landed softly and taxied to the gate without incident. She eventually came out of the restroom and didn't want any medical assistance.


Second narrative: Just prior to 18;000 feet on arrival; a non-English speaking elderly lady went into the forward lavatory. Between 10;000 feet and the landing gear coming down; the D FA attempted to have the lady return to her seat. At the time the landing gear was lowered I notified the pilots and they made the decision to land due to safety concerns. I notified the [FA] to alert the passenger. The D and I took our jump seats. About 2 minutes prior to touchdown; the lady started to exit the lavatory. Knowing she walked slowly and was unsteady on her feet; I felt it safer to have her take a seat in the lavatory rather than risk having her fall on landing. She remained seated in the lavatory until gate arrival and then she went back to her seat. She was uninjured. [I] had the FA speak with her on de-planning to ensure she was OK.Passenger went into the lavatory and did not return to her seat in time for landing. I believe a language barrier may have contributed.


Synopsis: The Captain landed with a sick passenger in the lavatory; deciding that it was the safest course of action.
Date: 201707
Location: IAH.Airport, TX
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: Tower IAH
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: IAH recently published several new RNAV approaches. All of the RNAV (RNP) approaches in IAH have the phonetic alphabet 'Y' in the title. At other airports that have RNAV (RNP) approaches the letter 'Z' is in the title. So at most airports we are cleared for RNAV (RNP) Z RWY XX approach. At Houston we are cleared for RNAV (RNP) Y RWY XX approaches. At the other airports; the RNAV Y approaches have (GPS) in the title of the approach- RNAV (GPS) Y RWY XX. RNP and GPS approaches have a slightly different FMC box programming protocol. Not sure if the IAH approaches were coded wrong; but it would be nice to have a consistent naming protocol when using RNAV (RNP).




Synopsis: Air carrier Captain reported that IAH's use of the 'Y' designation on all RNAV (RNP) approaches is not in accord with other airports' use of the designator 'Z' on (RNP) approaches.
Date: 201301
Local time of day: 0001-0600
Location: BTV.Airport, VT
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower BTV
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle; Ground Incursion Runway
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had given Runway 15 to Ground Control for snow removal. As the taxing aircraft approached the runway; I asked Ground for the runway back. I don't know what instructions they issued their vehicles; but they gave me control of the runway; and although close to the runway; the vehicles appeared clear. I issued the departure a cautionary advisory for vehicles operating near the edge of departure runway and a takeoff clearance. As the aircraft was taking the runway for departure I noticed one of the vehicles cross the runway; and cancelled the takeoff clearance. Ground Control then verified with the vehicles that they were clear of runway; I re-issued takeoff clearance; and the aircraft departed. Recommend that phraseology 'HOLD SHORT' be used instead of phrases like; remain clear; proceed as requested; remain off etc. I know these are techniques; but they are well founded techniques and have served us well for years.




Synopsis: BTV Controller was required to cancel a take off clearance during snow removal operations when a vehicle crossed the departure runway with out a clearance; the reporter recommending specific phraseology be used for vehicles.
Date: 201309
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Other Person; Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed normally At around 15;000 FT We noticed the right engine was not developing as much thrust as the left. I advanced the right throttle to even them up; but now there was a large split in the throttles. I tried some anti-ice for a few seconds. Initially; this seemed to work. After just a couple of seconds; however; the right engine thrust started declining again. I had full right throttle and was only getting partial thrust and declining. An emergency was declared and we turned to return to the departure airport. I gave the flight attendants a TEST briefing for a normal landing and told them to do their 30 second review. I then informed the passenger of our situation. Soon; the right engine was developing no thrust. We ran the appropriate checklists. Landing was normal on XXL. We stopped on the runway. Either the Tower or Airfield Rescue and Fire Fighters (ARFF) said there was a lot of smoke coming from the right engine on approach and landing; but it wasn't smoking now. There was even talk of taxiing to the gate; but upon further review ARFF discovered quite a lot of fuel leaking from the right nacelle. We shut down the left engine and I informed ARFF that we had the APU running. They told me to shut that down too. They continued to comment on the amount of fuel draining from the rt. nacelle. I went ahead and pulled the right fire handle to close another valve. This didn't seem to have any affect. A crew came out with some barrels to put under the leak and a large supply of 'greasweep' or 'cat litter' to soak up the fuel on the runway. Eventually; the leak subsided. Stairs and busses were brought out and the pax and flight attendants deplaned without incident. The First Officer and I stayed with the airplane as some assistance was needed to tow it to the gate.




Synopsis: A MD-80's right engine was producing little to no thrust during climb; so an emergency was declared and the flight returned to the departure airport where ARFF found leaking fuel. They directed an engine and APU shutdown.
Date: 201604
Local time of day: 1201-1800
Location: DTW.Airport, MI
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DTW; Class E DTW
ATC / advisory: TRACON D21
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending on the WEEDA 2 arrival into DTW we were cleared to 12;000. When reaching the selected altitude the Captain notified me that he was going to make a passenger announcement and I was to monitor the radios. I was the pilot flying. As soon as he switched off I received instruction from ATC to slow to 200 knots. I found this to be an odd instruction for how far out we were; but I repeated the instruction and heard no correction or objection from ATC. I started to slow the aircraft. The captain finished his passenger announcement and was back on the radio. I notified him of the change and as we were reaching about 230 indicated the same controller came back on and questioned why I was slowing. The captain asked if she instructed us to slow and she said 'No; speed back up.' The captain told the controller we were speeding back up and it was left at that. We increased our speed. We also had a jump seat onboard this flight and he also recalled hearing a call to slow to 200 knots.After that we heard another instruction from the same controller who told us to descend to 5000. The Captain read it back and I began a descent. As we were about through 10;000 the controller came on again and instructed us to maintain 11000. We immediately stopped the descent and started to climb again. As we started to climb the controller came on again before reaching the assigned altitude and told us to descend to 9000. The Captain now got on the radio and questioned the controller as to what her intentions were and as he was doing that we received another altitude assignment of 7000 again from the same controller. The Captain called her and wanted her to clarify that she was talking to us because at this point it became rather confusing. She told us that yes; it was for us; and handed us off to the next controller and the rest of the flight was smooth.




Synopsis: Air carrier First officer reported confusion with ATC reference speed control and altitude descent.
Date: 201601
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew; Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: I was brought a 737 with a write-up of broken emergency button on Captain O2 mask. In debriefing crew I asked pilot when he first noticed it. He asked what difference it made. I told him that if it was found previously; it should have been reported there. He told me in that case he just found it.  I told him that I figured that. Fact is that pilots ONLY check mask on preflight so I suspect he found it then. The only other time he would mess with mask is during in flight emergency (there wasn't). The fact is this is a no-go item but I believe pilots at [carrier] are being told to take airplanes to hub stations and make writeups there.  My understanding of their FOM says that they must report a defect and document it when they find it. There have been numerous incidents here where this has been found not to be the case.




Synopsis: Maintenance Technician reported a broken emergency button on the Captain's O2 mask which was not properly reported.
Date: 201306
Location: BOS.Airport, MA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Manuals
Primary problem: Human Factors

Narrative: During boarding; our 'C' stood in the OWWE [Overwing Window Exit] the whole time. She pre briefed each passenger as they sat down. Before the close of the doors; she briefed the whole OWWE in which they all agreed to assist. During my walk through before takeoff; I noticed a 'Seat Reserved' sign which is for our COS [Customer of Size.] I went and spoke with the 'B' Flight Attendant just to double check that COS were not allowed to sit there. At this point; I did the rest of my walk through and spoke to Flight Attendant 'C' about it. She stated that it was never there during the boarding process. She said no one needed a seatbelt extension; and she was even confused on the passenger I was speaking about. The man that the sign was next to did not need an extension and could put the arm rests down. He is not what we normally would consider a COS. After takeoff; we referenced our manual to see if COS could sit there if no seatbelt extensions were needed. We could not find the answer. At this point; we were confused as to if he could or could not sit there. I approached the gentleman and asked if the sign was his. He responded that yes it was his; and it meant that no one could sit there. I explained that once you are designated as a COS; you are no longer eligible to sit in the OWWE. He was later connecting to SAT. Since we were not 100% sure if he was allowed to sit there; and he was not using an extension; and we couldn't find it in the manual; we allowed him to land there. I later called to verify proper procedure. She agreed that once they designated them as COS; they are no longer allowed to sit in the OWWE. On the print out that is given COS include the 'NOT ALLOWED TO SIT IN THE EMERGENCY EXIT ROW' on the paperwork.




Synopsis: The lead Flight Attendant reports discovering a passenger who has been designated a 'customer of size' sitting in the emergency exit row; although the passenger does not appear to fit the classification. The Flight Attendant manual is not clear on the subject and the passenger is allowed to remain. After the flight it is determined that the COS designation is the determining factor and the passenger should have been moved.
Date: 202107
Local time of day: 0001-0600
Flight conditions: VMC
Light: Night
Aircraft: SA-227 AC Metro III
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class C ZZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Single Pilot
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 Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When trying to level off at 3;000 ft. the trim became stuck. I proceeded to pull back power and even with doing that and being in an almost standing position with all my weight down the plane was continuing to climb I tried switching it to the opposite side trim using aux trim it was still stuck. I advised ATC. At this point my arms are starting to get tired I tried flipping the trim again to reset it. I get the trim back for maybe 20 seconds but then it freezes again at this point the plane is controllable enough to maintain altitude though I'm using a lot more muscle then usual I tell Control I need to go back to ZZZZ; ZZZZ1 airport is short and has a steep descent and ZZZZ2 is too far and I'm not sure my arms would hold out that long for the longer runway and more services. I run the QRH which reading the notes I bring flaps and gear in earlier to make the plane more controllable and land.Trim motor bad.Called Dispatch; Maintenance Control. Also filled out paperwork with ZZZZ airport and called their Tower.I think memory items should include stuck trim; we have runaway but that checklist doesn't go over using flaps and gear to help you out and though once I had a second to think it made sense when you're using all your muscles to try and keep the plane from becoming uncontrollable you become very focused on just that aspect.




Synopsis: SA-227 Captain reported a failed elevator trim system resulted in a return to the departure airport.