elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion; Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter FOD
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We arrived on the ramp and two Company aircraft were being pushed out. There was sufficient space for us to safely enter the gate. The Marshaller signaled us to proceed. The safety zone was clear and we followed the Marshaller's instructions to a stop and set the parking brake. The #1 engine was still running while we waited for ground power to be connected. As the jet bridge contacted the aircraft; the plane began to shake and loud banging noises could be heard. At this point; I believed there had been a malfunction in the jetbridge and it was repeatedly banging against the aircraft. I then saw four ramp personnel run from the area of the jetbridge out in front of the aircraft and gather in front of the nose on the starboard side. Shortly after that; another member of the ground crew moved into view on the Captain's side of the nose and made 'kill it' throat slashing gestures. We immediately shut down the #1 engine. The Captain had started the APU; but the start cycle was incomplete. The Captain made an announcement to the passengers to stay seated. We put the APU generator online when it became available. The Captain went outside. When he returned; I learned that the #1 engine had ingested the conditioned air hose. I am unfamiliar with and therefore unqualified to speculate on ramp personnel procedures. After the event; one of the ramp personnel informed me that the chains that secure the conditioned air hose to the jetbridge were not attached and movement of the jetbridge had caused the conditioned air hose to accordion out into the ingestion area. But I must stress that I did not witness this.




Synopsis: A B737-700's left engine ingested an unsecured jetway conditioned air hose chain after parking at its gate under a Marshaller's guidance.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff; approximately 800 FT MSL; received a 'BAGG SMOKE' warning on the EICAS accompanied by the warning horn and BAGG SMOKE light illuminated on the overhead panel. We continued the takeoff profile and cleaned up the aircraft at acceleration height. We then ran the QRH and notified ATC of the situation. In accordance with the QRH we used the halon bottle in the cargo hold. Then we landed at the nearest suitable airport; which was the one we just departed. I had the Flight Attendant check through the peephole to see if there was any evidence of fire; and none was observed. We advised ATC of our intentions to return; declared an emergency; and requested the fire trucks to meet us just in case. We talked to Operations advising them of our return and they assigned us a gate. We asked ATC to pass on to the Fire Department that the halon had been used and to use appropriate caution opening the door; which they did. We landed below landing weight; taxied clear and the fire trucks verified no fire; so we taxied to the gate with the trucks in trail. After parking they also went through each bag to confirm no fire. The First Officer; Flight Attendant; ATC and fire crews all performed and communicated well. A new aircraft was obtained; bags transferred for the flight.




Synopsis: EMB145 Captain receives a BAGG SMOKE warning shortly after takeoff. ATC is advised and the QRH is consulted resulting in the halon bottle being discharged into the cargo compartment. Flight returns to departure airport where the warning is found to be false.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
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)
Human factors: Communication Breakdown
Anomaly: 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: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The catering truck left the aircraft; but returned shortly thereafter to the forward right door. Per the procedures; the caterer knocked on the door; and instead of waiting for the 'All clear' signal; he started to open the door. Alertly; the Flight Attendant disarmed the door. If she hadn't; I suspect a slide would have deployed. Caterer did not follow procedures.




Synopsis: A321 Captain reported that a caterer attempted to open the galley service door prior to being cleared to do so.
Date: 202102
Local time of day: 1201-1800
Location: MOB.Airport, AL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C MOB
ATC / advisory: Tower MOB
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were left base descending at 1;800 feet turning final for a visual landing 15 into MOB. As it all happens so fast there was no time to react in the moment; but as we turned to what looked like a single lone bird turned out to be a drone quadcopter zipped by me on my left at eye level and went directly over our left wing within 15 feet. I immediately reported this to MOB Tower described it as quadcopter at our altitude and within 15 feet of the aircraft and that If it had been any closer it would've struck us or potentially went into our left engine possibly causing failure. This drone was in the critical approach corridor in our path on final to land. Luckily after we landed we did a thorough pre-flight and  there was no damage nor evidence of a collision. I saw the drone as we quickly passed it in a split second.Cause - Careless drone operator operating a drone illegally in vicinity of airport.Always be vigilant of the airspace and treat them as if they were birds even if not always avoidable. Report any such activity to hopefully avoid an emergency in the future.


Second narrative: While being vector for final approach to runway 15 in MOB we experienced a near miss was a drone at approximately 1;800 feet.  It was spotted at the last second because of the few clouds in the vicinity of aircraft at the time of the incident.  The drone was within 15 feet of the left side of the aircraft  moving in the opposite direction.  ATC was immediately notified of the location and description.  The aircraft was inspected for a possible strike only in parking; but nothing was detected during the post inspection.Cause - Someone was operation a drone in close proximity of MOB airport at a unsafe altitude.We did not have time to react to the drone because of the location. [We should] be cognizant of the possibility of drones operating illegally in airspace in and around airports.  Report the incidents to ATC.


Synopsis: Air carrier flight crew reported a NMAC with a drone during approach to MOB airport.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: The above MEL required flying with no FMS; and navigation only by VOR.We tried for over an hour to get proper routing that would allow us to fly to ZZZ via acceptable routing that would allow for proper navigation via VOR/victor airways. Center would not allow acceptable routing. This made our release unreliable for time and fuel calculations. It also meant we did not have redundancy in our navigation. On multiple occasions ATC tried to re-route us and fly RNAV routing. A number of VOR's would not identify automatically and we needed to listen to the Morse code to identify each station. The autopilot would not track the victor airways properly. The autopilot would drift left and right of course. We resorted to using HDG mode and our [electronic tablets] for navigation.We do very little training flying a jet at 36;000 ft. flying solely on VOR navigation. The implications of not having an FMS; are not made very clear in the MEL. For example; no fuel planning; no vertical navigation; what VOR beacons are acceptable for high altitude operations; what does ATC actually go by (understand) versus what the MEL states.Resorted to using HDG mode; radar vectors; and our iPads to guide the aircraft. This report is primarily being done for pre-emptive measures for any deviations and to have the company not use antiquated technology for primary navigation.It should be company policy to not conduct revenue flights without two forms of navigation or without an FMS. It is hard to believe that there were no other available aircraft for use for our flight. ATC needs to be made more aware of when an aircraft is non-RNAV capable as we needed to tell each controller the situation.


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


Synopsis: CRJ flight crew reported that the MEL required flying without use of the FMS; so the flight was conducted using VOR and electronic tablets for navigation.
Date: 201605
Local time of day: 1201-1800
Location: SEQM.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center SEFG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was the flying pilot during the event. We were flying the ILS Z RWY 36 approach to SEQM. The autopilot (VNAV PTH) engaged and we started the descent to 10500 feet after [passing] R-223. I did not have sufficient drag out which allowed the aircraft to accelerate to maintain descent rate. We would arrive high at QSV. After receiving a terrain message I disconnected the autopilot and adjusted the pitch attitude. The remainder of the approach was hand flown in day visual conditions.




Synopsis: B757 First Officer experienced increasing airspeed as the aircraft descended on the approach path after passing the 223 Radial during the ILS Z Runway 36 at SEQM. The descent rate required to catch up triggered a GPWS warning. The remainder of the approach was hand flown.
Date: 201905
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Routine Inspection; Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The DG (Dangerous Goods) system on the charters is badly in need of fixing. Dangerous Goods packages with orientation arrows are not being secured from changing orientation as required by the HMR (Hazardous Material Report) and ICAO Technical Instructions (TI's). The personnel building the pallets and our charter agents are not ensuring that these are loaded on the aircraft properly. Additionally; the PIC (Pilot-in-Command) is not given the documentation required by the HMR and the TI's; which specifically state that the PIC will have the required information 'readily accessible' in flight. We had to ask the charter agent for the shipper declarations (which we accept in place of the ULD manifests on charters). The agent said they normally keep the declarations and don't give them to the crew. Those declarations are the required paperwork on these flights; not the simulated Aircraft Summary and Position Summary. Therefore; these must be given to the crew as soon as practicable; but prior to block out. Also; the aircraft manifest and Position Summary are not generated by auto DG; but by a reverse engineered set of charter software; so I'm not sure the combination of paperwork we are receiving is in accordance with the FOM (Flight Operations Manual); which states that allowed paperwork is from the Auto DG system or a contingency form. And the accessibility of some of the CAO (Cargo Aircraft Only) cargo was questionable. We had to slide between pallets about 8 inches apart; and climb over other pallets to reach some of the CAO cargo. I doubt whether this could have been reached with portable breathing apparatus; or if it was 20 lbs heavier.Cause: There are several issues here dealing with our paperwork systems; manuals; training and adherence to regulation by the military and our charter operators. Suggestions: There is no simple cause of fix. The entire system should be reviewed and major changes made on several levels. Again; this is a repeated issue; and I don't see any improvement.




Synopsis: Captain reported numerous Hazmat and FOM procedure violations specifically pallet loading and providing flight crew required documents.
Date: 201810
Local time of day: 1201-1800
Location: SAN.Airport, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SAN
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Time Pressure
Anomaly: Deviation - Track / Heading All Types; 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; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First leg; first day; new First Officer (F/O); short flight. I wanted to get ahead so I loaded and briefed the expected arrival and approach into SAN. I selected RNPZ to Runway 27 expecting to fly a visual approach but got distracted and did not select the VYDDA transition. I don't recall exactly what the distraction was but I was [distracted]. The A Flight Attendant (F/A) was reporting that the WIFI was inoperative. A call from Dispatch to remove an MEL and being notified by Ops that the Tower in SAN had been evacuated for smoke and that we would be taking a delay. The discrepancy was not discovered in the brief that we accomplished in [departure airport]. On the descent with SoCal when they cleared us for the approach; VDDDA and OKAIN were not loaded so we ended up going direct SAYAE from LYNDI. Abeam VYDDA SoCal asked if we were on a visual. We responded that we were on the RNPZ; so they just cleared us for the visual approach and stated; 'You're supposed to go over VYDDA;' then switched us to Tower. The remainder of flight was uneventful. This is a textbook case of being distracted while performing a critical programming task; making a mistake and then not catching it in a rushed brief on the ground with the door open. I am certain that if I had programmed the FMC while at altitude with the door closed in a sanitized environment this error would not have occurred.




Synopsis: B737-700 Captain reported a track deviation occurred when the FMC was improperly programmed.
Date: 201702
Local time of day: 1201-1800
Location: STS.Airport, CA
Flight conditions: IMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class D STS
ATC / advisory: Tower STS
Aircraft component: MCP
Component problem: Improperly Operated
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a flight to STS; the Captain and I briefed the RNAV 14 approach into STS. Our briefings overlooked the step down fix UCEVE at 1700 feet. Because of this oversight; we descended from 3300 feet at EHETY to around 700. This is where we received a terrain climb alert and went missed approach.


Second narrative: After crossing EHETY I instructed the non-flying pilot to set MDA; We flew down to the MDA and then got a Terrain warning. I called for go around; we executed the go around and got vectors for another approach.


Synopsis: CE560XLS flight crew reported omitting the step down fix UCEVE with a crossing altitude of 1700 feet during the RNAV 14 approach to STS. This resulted in a terrain warning and a go-around was initiated.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed uneventfully and leveled off at FL240. We heard the master warning and saw the cabin altitude in the red box showing 10;000 feet and climbing. We ran the AUTO PRSN QRH and noticed the Cabin Altitude still rising. The Captain declared an emergency and after notifying ATC we descended down to 10;000 feet. As the Cabin Altitude was increasing [I] and the Captain donned our oxygen masks. The cabin oxygen masks deployed for the passengers. We were eventually via manual control (pressurization) able to bring down the Cabin Altitude. We returned to [departure airport] and landed uneventfully. We were however 400 lbs over our structural landing weight. After landing we were met by the ARFF and we let them know we were okay to taxi to the gate. Take time when running the QRH. Be methodical and efficient.




Synopsis: EMB-145XR F/O reported after departure cabin began to depressurize at FL240. Crew ran the QRH; declared an emergency; and returned to departure airport.
Date: 201809
Local time of day: 1801-2400
Location: JFK.Airport, NY
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Fatigue
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Crew Scheduling manipulated block time of trip [out of] JFK in order to have myself and [coworker] work over our 16 hours after sitting in JFK for over 5 hours waiting for aircraft to arrive. I contacted Scheduling we saw that we would reach our 26 hour mark. At that time; I was informed that we were at 15:43 hours. Flight was delayed another 40 minutes; but they then shortened the block from 2:31 to 2:10 and had us arriving even earlier with a later departure time. We were on hold with Scheduling when they called me asking if I wanted to go over 16 hours; I responded no. I find this a safety issue; we were definitely fatigued and they were trying to push us past the limit.




Synopsis: CRJ Flight Attendant reported the company manipulated block time to remain within the required work period.