elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were pushed out and called for taxi. We were given the instruction to taxi by Ground. There was a plane off to our left; [and] I had looked left for a second and all of a sudden on our right an Operations vehicle came towards us going approximately 50mph. The Captain had to slam on the brakes and the Operations truck slammed on their brakes and sharply turned the vehicle in order to not hit us. The Captain and myself were very shaken by this near miss. We reported the incident to Ground control.




Synopsis: B737NG First Officer reported abrupt braking was required to avoid a collision with a ground service truck during taxi.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When the Captain turned on the APU bleed during preflight; I immediately notice a stinky sock; oil smell. The aircraft had been written up for it 3 days prior. It was very mild; but when I mentioned it to the Captain he didn't smell it. It got slightly worse as we closed the door...I mentioned my concern again; but I was the only one who smelled it. The smell dissipated once we had the engines started; and APU was turned off. I felt like I still could faintly smell it throughout the flight; but couldn't confirm it. After landing in ZZZ1; at the gate we turned the APU bleed back on. This time the smell was undeniable. I left to use the restroom; and when I came back into the flight deck the smell was overpowering; and I now could also feel it in my eyes. I left the aircraft immediately. I notified the outbound crew; at which point they also verified the smell after walking down to check for themselves.I think the aircraft should have been inspected in ZZZ.Fume events continue. It's critical for our health and the health of our passengers to find the source of why this continues to happen.  Crews need to be fully empowered to make good decisions regarding fume events to help protect each other.




Synopsis: Air carrier First Officer reported a fume event during preflight when the APU bleed was on; resulting in physiological symptoms.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While passing through ZZZ Flight Operations; I encountered 3 pilots in the lounge. Not one was wearing a mask.




Synopsis: Air carrier First Officer reported seeing pilots in the lounge not wearing face masks.
Date: 201807
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: IMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Aircraft component: Navigational Equipment and Processing
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Aircraft

Narrative: At cruise altitude after 30 minutes of flight; we experienced a simultaneous loss of both FMC's. The left FMC and right FMC failed to function. Indications included the following. Left NAV display went blank with 'MAP' flag; 'VTK' flag; FMC P/RST. White 'A/T-LIM' illuminated at top of Primary Engine display along with green dashes for each engine limit above the N1 displays. First Officer's NAV display was visible; but only as something to look at for overall situational awareness. We could not operate either FMC/CDU except for limited ACARS functions like requesting ATIS. We could not access the Legs page; Fix page; Departure Arrivals page or any other NAV type function in either box. If you tried to select the 'Legs' page; the CDU screen would blank on each box for about 3-4 seconds; then the Menu page would pop up with three options. ACARS; ACMS; and HGS modes would display. We were unable to couple the working autopilot to any type of NAV mode. This required the use of heading select for the duration of the flight. We decided to find a suitable airport that we could divert to with VMC conditions both enroute and at the field. ZZZ was the best choice for this with clear skies; and no weather issues after we cleared the line that was along our original route. We notified ATC early on to get a climb out of the weather; and icing that we were in while we worked to troubleshoot the issue. We appreciate the outstanding support we received from Washington Center and others as we worked through this event. Outstanding work by my First Officer must be recognized as we worked through this event together.




Synopsis: 737 Captain reported multiple Flight Management System failures at cruise altitude.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Icing; Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Release Refused / Aircraft Not Accepted
Contributing factors: Weather
Primary problem: Weather

Narrative: Upon review of the flight conditions in ZZZ I decided that the conditions exceeded the limits of the aircraft and elected to not do the flight. The weather [at ZZZ] was winds 310 at 19 gusting 30 with snow and marginal VFR at best. Moreover taxiways were reporting braking action medium leading me to believe that the runway conditions were likely sub optimal. As such we would not be able to land on the long runway due to limitations as it relates to crosswinds on a contaminated runway. As such we ran numbers for [the shorter runway]. This showed that we exceeded the distance required for flaps 22 and would have to do 45. We ran the numbers and discovered that we would have an unacceptably high likelihood of over speeding the flaps and additionally the numbers were marginal at best; this was running them without engine anti ice which likely would have exceed the distance available. When I called Dispatch to look at the numbers the Dispatcher began yelling at me and talking over me. It felt like I was being pushed to go. I elected to cancel. I then went to the Chief Pilots office and explained it at which point [they] attempted to explain why I was wrong and that I could have gone and attempted to convince me to go. Feeling pressured I elected to go with expectation of diverting. Luckily the flight was beyond the point of being reinstated.




Synopsis: EMB-145 Captain reported that flight was cancelled due to bad weather at arrival airport; although they felt pressured go continue flight by Dispatch and Chief Pilot.
Date: 201908
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer; Relief Pilot
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: All 3 pilots had a discussion about the fact that we had planned Dangerous Goods. Just prior to pushback; the question was asked if we had the Final Dangerous Goods Report. The question was misunderstood to mean if we had dangerous goods at all.  All of us thought we did; so we pushed back. During push back; it was determined that we in fact had the planned but not the Final Dangerous Goods Report. We pulled off out of the way of the ramp and waited to taxi until we received the Final DG report.


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


Synopsis: B787 flight crew reported a communications breakdown regarding Final Dangerous Goods Report. Dangerous Goods Report discrepancy corrected prior to departure.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Wing Access Panel
Component problem: Failed; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After shutting aircraft down; First Officer performed post flight walk around. He came in and told me he thought we had lost 2 inspection panels (one on each wing) and asked me to look. I looked from the top of the Jetway and couldn't see anything; so I went down and looked from the back of wing; still couldn't see anything. The First Officer said take a few steps back and stand on your toes; sure enough I could just barely see a hole at the very top of the left wing. Same on the right wing. I tried looking from the cabin and could just barely see them when I put my face against the window. I'm 6ft tall and I could barely see them when I knew to be looking for them. My First Officer said that he just happened to step a few steps back from his normal preflight route and noticed something looked different. I went back to the aircraft made a wright up and called Maintenance Control. I was told that the aircraft had over nighted and had those panels off to service gear pivot points. The black markings for the escape path go through these panels making them harder to see. Due to the location and height of the wing; short of having stands or ladders to climb on during pre and post flights; I don't think there's much that could help crew members to see these panels.




Synopsis: A CRJ-900 Captain reported that two upper wing service panels were missing; one off each wing; after an overnight landing gear pivot point service. The aircraft had previously flown several flights that day.
Date: 201604
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Time Pressure; Distraction
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: First officer was flying pilot. We were configured and on speed by 2000 ft. Everything was within standard ops until about the last 300 ft. We got a performance gain (increase in speed/wind shear) which brought the flaps up to 25 degrees. At about 200ft I suggested a go around. First Officer I believe felt we were ok to land (I have a lot of confidence in him). At that time we got a terrain warning and flaps too low; because of the flaps going to 25. I'm guessing this occurred around 100 ft from landing. I took another mental snapshot of the situation and felt we could land with plenty of room to stop. We made the last high speed turn off on runway 29 in EWR.Regretting not going around; but had less than 20 seconds to make the decision. My last mental snapshot just before landing convinced me that we could stop. Going around that close to the runway presented its own set of problems as well in my opinion. That was one of my reasons for going ahead and landing.




Synopsis: B737 Captain reported he regretted his decision to allow the First Officer to continue the approach and landing after experiencing a performance gain '(increase in speed/wind shear) which brought the flaps up to 25 degrees' at approximately 200 feet AGL.
Date: 202104
Local time of day: 0601-1200
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
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 Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight [XXX; date] during cruise.  Flight attendant reported mild odor from the forward galley oven #2 while in use.  FA quickly turned off oven and the odor dissipated.   I advised the FA to pull both oven circuit breakers and not to use either ovens.  Odor is described as dirty socks.  Odor event report also sent to maintenance.Reporter stated cause is possible that since the galley ovens have not been used for the year; this could be a causal factor.  Start checking the operation of the ovens.




Synopsis: A321 Captain reported a flight attendant notified them the ovens were turned off due to odor in forward galley.
Date: 201905
Location: LAX.Airport, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: Our call sign was XXYY and XYY was on the same frequency headed in the same direction. XYY was given direct BRKKK and we read it back and accepted the clearance. After our climb and direct too; ATC advised we had taken Flight XYY's clearance.




Synopsis: Air carrier First Officer reported taking a clearance intended for a similar sounding call sign aircraft.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: RV-4
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class G ZZZ
Second aircraft: Amateur/Home Built/Experimental
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Single Pilot; Pilot Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was engaged in formation training with Aircraft Y over a rural area. We completed our join up training and lead Aircraft Y started a descent over a small reservoir. In the descent; I began to overtake him due to my aircraft's clean aerodynamics and was forced to break away. As I attempted to rejoin Aircraft Y over the reservoir I was in trail and struggling to catch up with him. It was then that I realized we were possibly below 500 ft. AGL and since I was unsure of the [elevation] of the lake; I pulled up quickly to maintain legal distance from boats and people on the water. In all my focus on the lead Aircraft Y; I lost situational awareness and for some reason he accidentally descended below 500 ft. In the future I will be less fixated on the lead aircraft. He possibly did not realize there were people on the open water and by the time he did it was too late to climb away from them; or just didn't realize how low he was due to outside fixation.


Second narrative: Low level section flight over open water or unpopulated area. Operated aircraft closer than 500 ft. to person [and] vessel. As lead I failed to take into account MSL altitude of the reservoir (at 250-300 ft. MSL). On descent looked in at altimeter and had 500 ft. on altimeter and immediately went back outside. Flew past several vessels; estimate within 200-300 ft. Wingman made radio call and we immediately climbed above 1;500 ft. MSL and returned to base.


Synopsis: Flight crew of two small aircraft in formation reported flying below minimum safe altitude.
Date: 201405
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Light: Night
Aircraft: Fighter
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Handoff / Assist; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I was working radar assist at Sector 07. LSV Approach called with a point out on Aircraft X; at 15;000 FT already within 2 1/12 miles of my boundary. The LSV Controller stated point out and proceeded to give the location; altitude and beacon code of the aircraft. I questioned if the aircraft was IFR and he replied affirmative. I then stated that the aircraft was not a point out since his route of flight would take him through a large section of my airspace. I stated; 'radar contact; turn left heading zero three zero for traffic.' The LSV Controller stated that Las Vegas was working the aircraft and he would call them. At this point; Las Vegas Approach (L30) called. I answered the landline and inquired about Aircraft X who was now several miles into my airspace. I told the L30 Controller that Aircraft X was not going to work; (in conflict with an air carrier a LAS arrival aircraft descending to 12;000 FT on the GRNPA1 arrival) and instructed L30 to turn Aircraft X to zero two zero heading. During the same minute LSV Approach called to inquire if L30 had called regarding Aircraft X. I stated they had just called. L30 called for the second time stating that Aircraft X was on 270 heading and asked for control instruction on where to send him. I stated fly heading zero two zero and we had stopped the LAS arrival at 16;000 FT above the Aircraft X flight. Aircraft X flight checked on frequency at 15;000 FT heading zero two zero.Aircraft X was not on approved routing; was not coordinated ahead of time; and was already in violation of my airspace (within protected area) when initial call for point out came from LSV Approach. Upon review of video and voice recordings; it appears that Aircraft X had previously been given a left 360 degree turn that had violated our airspace without a point out.




Synopsis: ZLA Controller reports of a communication problem which involved an airspace violation.