elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Embraer Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Upon landing in ZZZ1 an unsecured catering cart from the aft galley rolled down the center aisle of the aircraft and struck the back of seat 2C. This was a ferry flight being operated from ZZZ with no flight attendants on board. After taking over the aircraft in ZZZ both the First Officer and I performed a preflight check of the main cabin as per Standard Operation Procedure. We checked the cabin safety equipment and made sure the catering carts were present and secure. I then went to the cockpit to prepare for departure. During this time catering arrived and performed a full service of the aircraft. I was checking on a paperwork issue with Dispatch and Maintenance Control and I did not pay much attention to the caterers onboard. They performed their service and then left. Once we were ready to depart; I went to the back of the aircraft and armed the cabin doors for departure. I neglected to re-check the catering carts because I had already completed that task once and it did not occur to me to recheck them with the caterers having been onboard. I armed the front cabin doors and we departed the gate. The flight to ZZZ1 was normal and uneventful. Upon landing in ZZZ1; I did hear a noise that sounded like a collision but over the thrust reverse noise it didn't seem very loud. I assumed it was the maintenance log; which I had placed on the cockpit floor; hitting the back of the main pedestal. Once we parked the aircraft; I headed to the rear of the aircraft to disarm the cabin doors. On the way; I discovered a catering cart resting on the back of the aft first class seat; 2C. It had come loose during braking on the runway and collided with the back of the seat; bending the seat and the door of the catering cart. It also broke a piece of trim off another seat on the way down the aisle. This whole incident could easily have been prevented by a double check of SOP before departure instead of just using it to perform the preflight inspection. This is a good example of how tasks that aren't performed regularly can cause threats to safe operation. Thankfully no one was injured in this incident.




Synopsis: Air carrier Captain reported failing to secure galley carts on takeoff for a ferry flight.
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737 MAX 9
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors; Manuals
Primary problem: Company Policy

Narrative: On pushback; the tow bar shear pin failed. Given the angle the tug was to the airplane it wasn't a surprise and no damage was suspected or reported. I recalled that we could do an information only write up in the logbook if no damage was suspected. Since this was the 737 MAX; I called maintenance control through dispatch to make sure we could still do that. Maintenance control said yes; we could do an information only write up. The fleet Captain contacted [me] today to let me know we can't do this on the MAX yet and that an inspection was required per our manual. I was used to the guidance for the NG and missed the note for the MAX requiring an inspection for shear pin failure. Since it was the MAX; I did take the extra step to obtain guidance from maintenance control but unfortunately that didn't trap this error.  Perhaps a quick note or bulletin highlighting this change to the pilot group would help.




Synopsis: B737 MAX 9 Captain reported the shear pin broke during pushback and they failed to have maintenance inspect the aircraft as required.
Date: 202012
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Alerted to passenger with continuous cough throughout flight.  Passenger in [seat] X3 had spent the last year in [foreign country] and reported that she had the cough for a week and had been taking medicine for 2 days. Flight Attendant witnessed her taking cough medicine during flight. No other COVID symptoms reported. Dispatch and Medlink consulted. Passenger was relocated to aft of aircraft to isolate; per recommendation of Medlink doctor. She was also given an N95 mask. Paramedics met aircraft. Passenger's temperature was taken by EMS and was normal. She refused to answer any further questions and treatment. All 3 flight attendants [were] exposed to this passenger.




Synopsis: Air carrier Captain reported having a passenger who was coughing throughout the flight.
Date: 201506
Weather elements / visibility: Thunderstorm
Aircraft: A319
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Enroute to DEN we attempted several times to contact Dispatcher to inquire about the conditions at DEN; and the respective arrival gates going into DEN; with impending thunderstorms impacting all the above. We were unable to get any answers; or establish any communication with this dispatcher; which created an unsafe situation for us. Had we been able to get some timely weather information; we could have immediatly altered our course to be at the only arrival gate that was accepting arrivals into DEN. As a result; we were sent there by DEN ATC late; which created an unnessessary delay in holding; and a subsequent divert to COS; when we could have been landing at DEN. The divert to COS put us in another situation on the ground at COS. We got into the 'Passenger Bill of Rights' issue while on the ground in COS due to the an inabity to refuel (stationary storm that didn't move; and had lightning within 7 miles). Upon finally getting refueled; we flew up to DEN in weather that was precarious at best; and landed at DEN with a thunderstorm lurking off the South end of runway 8. Not a safe situation!  This whole episode could have been prevented if we had been able to communicated with our dispatchers in a timely manner....which is A FEDERAL LAW! These lapses in communication with our dispatchers is a recurring theme as of late; and is flat out UNSAFE!




Synopsis: A319 Captain reported he was unable to contact Dispatch to discuss options and planning; which in his opinion created an unsafe situation.
Date: 202010
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: When stepping onto aircraft almost immediately my eyes and throat began to burn. I would also feel headaches. When talking to other crewmembers and pilots many of us expressed similar symptoms. I am concerned what is being used to clean the aircraft based on the reactions my body is having.




Synopsis: Flight Attendant reported experiencing burning eyes and throat as well as headaches upon boarding aircraft.  Flight Attendant referenced the sanitizing agent used to clean the aircraft as a possible cause.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: During preflight I noted that the green system hydraulics were very low; almost into the yellow or amber band. I let Maintenance know we needed to be serviced. He stated the level had been good when Maintenance had last checked it at the termination of the previous flight. I asked when they were servicing the green system if they found any leaked hydraulic fluid; and Maintenance replied in the negative. This seemed a little odd; and indicated either a possible gauge problem or a hidden leak. During descent we received an ECAM warning for low green hydraulic system fluid quantity. The overhead quantity gauge pointer was at the 'red dot.' Per the ECAM we turned off the green hydraulic pumps. Due to the fact we would need some extra time on final approach to manually extend the landing gear; plus the requirement to stop on the runway and be towed in from there; we declared an emergency with ATC. After completing all related ECAM and QRH procedures; we landed uneventfully. After extending the gear; the green hydraulic quantity recovered to about the 12 o'clock position on the quantity gauge. By the time we arrived in the gate after tow-in; the quantity had dropped almost to the yellow band again. On post flight Maintenance stated they found a leak in the Number 1 Engine pylon. Perhaps more in-depth troubleshooting during the preflight would have revealed the hydraulic leak there.




Synopsis: A300 Captain reports loss of Green Hydraulic System fluid during descent for landing. The fluid level had indicated low prior to departure and was serviced. An emergency is declared and a normal landing ensues after gravity gear extension.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: During inspection of main deck cargo I noticed a box on a pallet stack with arrows pointing down instead of up. Upon closer inspection the box was labeled 'flammable liquid' and 'Cargo aircraft only'. I brought it to the attention of the PIC. We then notified the Load Master. He removed the net and restacked the box with the correct orientation. We noted no leakage or deformation of the box.The Hazmat we carry needs to be packed correctly. This is not a small issue or isolated. Train the people loading our airplanes how to do their job.




Synopsis: First Officer reported discovering a box with arrows pointing down when they should have been up. The box was labeled 'FLAMMABLE LIQUID' and 'CARGO AIRCRAFT ONLY.'
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Single Engine Turboprop Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Boeing Company Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Conflict Ground Conflict; Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On the arrivals I was flying very high indicated airspeed. Approach controller asked IAS and then assigned 180 IAS. Shortly he said I was still catching up to plane ahead on approach and assigned 150 kts to ZZZZZ. I was aware of 2 planes ahead of me on the ILS and closely monitored my IAS to not overtake. Switched to Tower and heard 2 line up and wait clearances (one after another) with note of my position on final. I put landing flaps (122 max IAS) down at ZZZZZ (GS intercept). Tower asked [company] jet behind me (first time I realized he was there) to slow to min forward sped. Company jet said they were there and asked for S turns. S turns were approved and Tower noted another plane in trail. I was told to expect minimum time on runway. I complied a normal landing and Tower requested I make XX high-speed turn off. My attempt to increase breaking lead to a brief skid and I said unable. Tower sent Company jet around.Had Tower or Approach asked me to keep my speed up on final I certainly could have but my mindset was to not catch up to planes ahead of me. I was also focused on the line up and wait planes which also encouraged me to fly a normal approach profile. The parallel runway is also closed which increased congestion on XXR.




Synopsis: A single engine turboprop pilot reported braking to attempt to turn off the runway at a high speed turn off caused the aircraft to briefly skid and miss the turn at the assigned taxiway. The pilot also failed to maintain the ATC assigned airspeed on final which caused the succeeding arrival to go-around.
Date: 201606
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was landing my Bower's Fly Baby. The winds were about 5 Knots out of the Northeast. As I crossed the approach end of runway 11; I reduced power to idle and began to flare for landing. The aircraft touched down normally (with a slight bounce) and then settled down on to the runway. I rolled out approximately 75 feet and began to decelerate. As the aircraft slowed; it began a slight track to the left of the centerline. I attempted to correct this by inputting right rudder and tapped the right brake. It was at this point that the tail swung around to the left causing the right wing to tip up and left wing to lower. As a result of this; the left wing tip briefly scraped the runway surface and the engine stalled. The tower called to ask if I was OK and to see if I needed assistance. I reported that I was fine but would need some assistance to restart my engine (since it is not equipped with a starter or electrical system).The Airport Authority assisted by escorting me as I pushed my aircraft off of the runway and into the parking ramp. I surveyed the aircraft for damage and noticed only a minor scrape on the lower aft surface of the left wing tip bow.




Synopsis: Bowers Fly Baby pilot reported losing directional control on landing roll; resulting in a ground loop and a scraped wingtip.
Date: 201410
Local time of day: 0001-0600
Location: ZGZU.ARTCC, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
ATC / advisory: Center ZGZU
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Received our DCL [Datalinked Clearance] which directed the VIBOS8Y departure but I misread it and saw the VIBOS9Y departure. This was what I expected to see based on my preflight study which indicated that the 9Y was the more direct routing to point VIBOS and the other departures were 'by ATC'. I had preloaded this in the FMS and let my FO know it was there along with my reasons for choosing it. I read the DCL from a printed copy and I believe my expectation bias captured the FO as well. We then briefed and flew the VIBOS9Y. A query by the controller on departure as to what SID we were flying caused us to review the DCL (printed copy) again and we discovered our error. Of course; there were interruptions to our flow by ground personnel but no more than normal. I allowed my attention to detail to falter.Captain failed to ensure clearance was correctly loaded in the FMS.I will return to my normal habit pattern of double checking the DCL clearance with the FMS programming pages after all briefings are completed.




Synopsis: A B777 flight crew departing ZGGG programmed an incorrect SID into the FMS and were advised by Departure Control when they diverged from their clearance.
Date: 201207
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot 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 Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Inbound write up 'Eng N1 vib 7.7 on T/O climbout varied between 4.0 and 7.7. At cruise varies 1.4 to 3.0 Maintenance accomplished Task 77-32-00-810-807-A; No damage found; everything secure.' During takeoff prior to 80 KTS call my First Officer called out N1 indication of 8.7 (we discussed during our briefing if above normal Flight Operations Manual (FOM) range of up to N1 of 5.0 we would abort); rejected takeoff engaged and we notified Tower of our abort. Wheel brakes did not exceed 420; so we elected to taxi to the gate.




Synopsis: Air carrier Captain reported rejecting takeoff when N1 vibration exceeded normal limits.
Date: 201306
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll around 100 KTS; received a caution Left High stage bleed; we did not abort; continued with the takeoff. Around 10;000 FT took out the QRH; went to the procedure; which asked us to close the left bleed valve; thereby single pack operation. Informed Dispatch and Maintenance. Confirmed no limitations on single pack. Two minutes later got Red Warning and Aural light for Cabin Altitude. Apparently this single pack was unable to maintain cabin altitude. We contacted Center and started an initial descent to 30;000 FT; 19;000 FT; 14;000 FT; 12;000 FT; [and] 13;000 FT. We told flight attendants that we will be landing at a divert airport in 35-40 minutes. Dispatch 'call me' did not function. Sent a Dispatch Message. After a little while got a hold of them on commercial radio and a phone patch with Maintenance was established. Best course of action was to divert. We declared an emergency; had jumpseater come to cockpit; kept passengers informed. Uneventful. First Officer made the landing.


Second narrative: The deadheading crew member help regulate the pressurization by using the manual control.


Synopsis: A B757 EICAS alerted L HI STAGE BLEED during takeoff so the QRH was completed and the crew continued to FL370 single pack where the aural and light CABIN ALT WARNING alerted. An emergency was declared and the flight descended to a divert airport.