elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Odor in cockpit. Attempted to contact station via radio to remove external air. Burning electrical smell increased rapidly and observed heavy smoke in cabin. Used PA and instructed passengers to evacuate immediately through main cabin door. Flight Attendants evacuated aircraft. Unable to contact operations; I called Ground Control and notified them we were on fire and requested the fire and crash rescue respond immediately to Gate XY. I advised we were evacuating the aircraft. I turned on the emergency exit lights and secured electrical power. After the passenger's crew evacuated; I searched the cabin to verify everyone had disembarked. Due to the overpowering smoke/fumes I exited the aircraft onto the jetway and called the Dispatcher to notify the [Operations] of our situation. The fire rescue crew arrived and briefed them on our situation. I worked with station manager to isolate/secure the aircraft; work with the fire rescue crew; debrief the FA; and once safe; re-entered the aircraft to collect and provide our passengers with their personal belongs hand luggage. We did not establish electrical power until Maintenance inspected the aircraft. Afterwards I addressed the passengers in the gate area; applauding their cooperative efforts for participating in a safe deplaning. Members of the crew were experiencing the effects of the smoke fume inhalation. We recommended to the FA they get checked out at the clinic. The FO and I deadheaded to ZZZ1 and went to the clinic for evaluation. FA's did a great job with the deplaning of the passengers. ATC as well for getting us the fire rescue assets.




Synopsis: B737 flight crew while parked at gate noticed smoke appearing in the cabin along with a burning electrical smell. Captain had passengers deplane into the jetbridge.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
Second aircraft: Cirrus Aircraft Undifferentiated
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; 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: Procedure
Primary problem: Procedure

Narrative: I was on short; short final for Runway XX at ZZZ with a touch-and-go clearance. At an altitude of approximately 400 ft. AGL and about 0.4 SM from the runway threshold; ZZZ Tower cleared a Cirrus for takeoff. As the Cirrus began entering the runway; I rejected the landing and began to apply full power before the tower instructed me to go around and side-step to the right. I acknowledged the go-around; and requested a north departure; which was granted to follow the Cirrus that had just taken off. I'm unsure whether ATC inattention; loss of awareness of spacing; or simply the desire to get that traffic out caused this unsafe clearance to be issued. I would expect that controllers be aware of traffic on final and not issue conflicting releases of departing traffic.




Synopsis: Pilot reported a go around after tower cleared an aircraft for takeoff with reporting pilot on short final for a touch and go.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
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: Air Traffic Control Provided Assistance; Aircraft Automation Overrode Flight Crew; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft; MEL
Primary problem: Aircraft

Narrative: I was pilot monitoring/pilot not flying. We had MEL 30-1C which instructs us to configure the bleeds and isolation valve differently until the temperature outside is at or below +10 degrees C. On our flight this meant having the isolation valve closed with the right bleed air switch in the off position until the temperature outside is at or below +10 degrees C; to comply with the MEL 30-1C.When the temperature outside reached +9 degrees C around FL190 I reconfigured the bleeds air system as per MEL 30-1C. I positioned the right engine bleed switch to ON and the isolation valve switch to AUTO. This was then followed by a right BLEED TRIP OFF light. I went to the QRH and followed the procedure for a bleed trip off. On completion of the QRH procedure both the left BLEED TRIP OFF light and the right BLEED TRIP OFF light were illuminated. This meant that we no longer had any pressurization due to no bleed air. We were just leveling the aircraft at FL250. We declared an emergency and descended to 10;000 FT; at which point we were able to reset both bleed air sources. After getting the BLEED TRIP OFF lights to extinguish; we noticed the temperature was above +10 degrees C and reconfigured the bleed system in order to be compliant with MEL. During this event the cabin never got above a pressure altitude of 7;000 FT. After contacting both Dispatch and Maintenance Control we decided to divert.




Synopsis: A Boeing 737-700 crew; conducting operations under the constraints of an MEL requiring modified bleed and isolation valve operation; experienced pressurization problems when both bleed sources tripped off during level-off at FL250. Specific MEL procedures were followed by the crew; but both bleed air sources inexplicably and automatically tripped off; compelling the crew to declare an emergency and divert to a nearby airport.
Date: 202006
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Supervisor reported a loading discrepancy found on arrival. The item was a radioactive commodity at 211lbs shown loaded and secured in pit X with 41 bags when it was actually loaded in pit-Y unsecured. No significant weight change generated but a regulatory violation was reported for DSTG oversight by ZZZ CG Lead; FAR violation.




Synopsis: Ground employee reported a Dangerous Goods cargo loading violation.
Date: 201401
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Physiological - Other; Fatigue
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff on [Runway] 28R; experienced compressor stalls/surge Number 1 (left) Engine. Procedures handled in accordance with QRH. [We] returned for a normal underweight landing. After adrenaline rush of handling the emergency; fatigue set in and I felt I could not safely continue a late night flight.


Second narrative: During turn-out on departure at about 600 FT; Number 1 Engine compressor stalled twice. Engine operated normally at idle and an emergency return to the departure airport [was] executed in accordance with QRH and ATC.


Synopsis: Shortly after takeoff; a B737-800 left engine had two compressor stalls; so an emergency was declared; the QRH completed and the flight returned to the departure airport.
Date: 201210
Local time of day: 1801-2400
Location: BNG.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Parked
ATC / advisory: CTAF BNG
Reporter organization: Personal
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport; Company Policy
Primary problem: Airport

Narrative: The white portion of the Banning; CA airport beacon is out of service. I first placed a call to the City Manager's number as listed on a website 3-4 months ago. I never received a call back. I subsequently made a call to flight data through the 1-800 WX-BRIEF to have a NOTAM issued and at least have someone within the FAA to follow up with the proper people at the airport. The beacon has not been repaired and there is no NOTAM. Ultimately it is the Airport Manager who is responsible for this but they are not doing their job or even any safety checks such as lighting. Given the duration of notification and length of time that has passed since without any repair and not even a NOTAM; the City of Banning needs to be put on notice.  Maybe with this type of report they will finally get the idea that aviation safety is important and fix things in a timely manner and if they can't due to things beyond their control; at least have a NOTAM issued.




Synopsis: A pilot reported the BNG rotating beacon white light is inoperative without a pertinent NOTAM.
Date: 201410
Location: OAK.Airport, CA
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Departed and checked in with NorCal Approach at 1500 FT stating; 'Company Flight Number; passing 1500 FT for 2000 FT restriction.' The reply was; 'Company Flight Number; roger.' We were then vectored toward SFO and remained at 2000 FT. Once over the city; we were vectored to a heading of 090 and a climb to 15;000 FT. As we turned; I visually saw a large tower just below our altitude (1800 FT) and I asked the First Officer to expedite the climb since the 090 heading put us close to the tower location. ATC then asked; 'What altitude did the Tower give you?' I stated they didn't. The issue becomes; what are we required to do once we meet the 2000 FT restriction at 4 DME with no further climb assigned by the Tower? Our clearance before departure was Climb Via the SID except maintain 10;000 FT. The departure information on the SID needs to be more precise in its wording and the 4 DME 2000 FT restriction needs to be made a specific NAV fix like ROPPR on the LAS departures.




Synopsis: B737-700 Captain reported confusion complying with his clearance departing OAK on a 'climb via' procedure. Reporter stated he was concerned about obstacle clearance and unclear on when he could resume climb to his cleared altitude of 10;000 FT after meeting the 2;000 FT restriction at 4 DME.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Gate Agent / CSR
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During preflight checks Maintenance was troubleshooting an inoperative APU. We just started boarding when the rear Provisioning Agent working the rear galley yelled; 'APU fire' to one of the Flight attendants. The rear Flight Attendants; along with a Deadheading Captain ran to the flight deck to tell the Mechanic about the APU fire. The Mechanic shut down the APU and pulled the fire switch and then ran to the back of the aircraft to assess what was going on with the APU. As the Mechanic left the cockpit; the First Officer discharged the APU Fire Bottle. There was no Fire Warning bell or any other fire indication in the flight deck. Apparently there was some residual fuel in the APU because of previous failed start attempts and that created the appearance of a fire when the mechanic successfully started the APU. After the event Maintenance deferred the APU Fire Suppression System and returned the aircraft to service with the deferred items.


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


Synopsis: B737 flight crew reported discharging the APU fire bottle when residual fuel from a failed start created the appearance of a fire during the APU start.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: Entering traffic pattern on the 45 to downwind; we misdialed the correct frequency and were .1 off. Because of the haze we didn't see the traffic and because of the frequency misdial we didn't hear the traffic on the crosswind leg; took evasive action (360 to the left) to re-join downwind leg runway 35.




Synopsis: Light Sport Aircraft pilot reported a NMAC due to haze and use of the incorrect CTAF frequency.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Relief Pilot
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Logbook Entry; MEL; Aircraft; Procedure
Primary problem: Human Factors

Narrative: Upon arrival in ZZZ; the Duty Mechanic reviewed the aircraft logbook. The ZZZ Mechanic informed the Captain for the flight that a Repetitive Inspection Item (RII) for a Nose Wheel Strut seal had not been signed-off by ZZZZ Maintenance. This surprised the [flight] crew as we had completed a through logbook review in ZZZZ prior to flight and ZZZZ Maintenance had issued and signed an Airworthiness Release for the aircraft on the white page for the flight and indicated to the flight crew that the aircraft was ready for flight and all repeat inspection items had been completed and that the Deferred Maintenance Item (DMI) list was current and accurate.The Captain and First Officer had already begun reviewing these items when I; as the Relief Pilot; entered the cockpit from my exterior inspection. As a crew; I would estimate we had spent more than 20 minutes in ZZZZ reviewing MEL's; verifying signatures; and reviewing up to five previous logbook pages prior to the white flight page; while cross checking the DMI list. This flight was especially challenging as the logbook contained multiple deferrals for other landing gear sub systems involving brakes and autobrakes. We cross checked the MEL and Dispatch Maintenance Pages as well. As Relief Pilot; I had completed the exterior inspection and found nothing out of the ordinary in regards to the landing gear assemblies and noted no leakages or fluid seeps on the nose strut for this particular aircraft. In summary; this flight was the final leg of a seven day trip; crossing multiple time-zones from ZZZ to foreign countries in which the Captain and Relief Pilot were paired together. Fatigue and the overwhelming number of deferrals and separate maintenance items located in the multiple pages of logbook; separate deferral logs and manuals and the ZZZZ Maintenance staff English; as a second language; were significant contributing factors in this incident which allowed a Repetitive Inspection Item [requirement] to 'Hide in plain sight.




Synopsis: A Relief Pilot reports how fatigue; an overwhelming number of deferrals; separate maintenance items in multiple pages of their logbook; separate deferral logs; manuals and foreign Maintenance staff English; were contributing factors to a Nose Gear Strut seal Repetitive Inspection Item not being accomplished on a B747-400 aircraft.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: There was a strong odor detected during our final approach by myself the B-FA. I felt symptoms such as coughing; light headed and an itchy throat. We contacted medical as soon as we landed explained the event to them in full detail. Medical paremedics came onboard to assist us; checked our vital signs; and removed us from the aircraft with wheelchairs. A police officer who came onboard to help the paramedics became ill as well. The A-FA notified the flight deck what happened instantly upon landing. The C-FA also felt symptoms of headaches; sore throat; and light headed.I suggest the aircraft maintenance crews should perform various fume test (hydraulic fluid; hazardous chemical) while these aircrafts are in the hangars and on the ramp before allowing passengers or crewmembers to board them.


Second narrative: After strapping in for landing B F/A told me he smelled dirty socks and that he wasn't feeling well. I told him to cover his nose and mouth with his hand and I did the same. I smelled the dirty sock smell a minute later then B F/A. When we landed B called the Captain and reported the event. They called the paramedics who met the flight along with law enforcement. We all gathered in the first class area to gather information about fume event. Shortly after a police officer started feeling sick.We all disembarked aircraft at that time. We were placed in wheel chairs and our vitals were taken. The pilots headed to their next flight. We did not get a chance to discuss this further with them; at least I didn't; not sure about the A F/A. The new Captain was filled in with the details. We were taken to the gate area in wheel chairs and continued to fill out paperwork. The paramedics checked our vital signs again and we signed paperwork. The Captain informed scheduling that the F/As were not able to continue working. We were briefed on procedures about transportation to [the] hospital. The doctor wants the whole crew to follow up with workman comp clinic. I am feeling very fatigued with intense headache and dizziness. My throat is very sore. I was involved with a fume event [a few years ago] as well. I will follow up with company doctor as well as my own.


Synopsis: A319 flight attendants reported being transported to the hospital after inhaling toxic fumes in the cabin while on final approach.