elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Location: ZZZ.Airport, US
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Emergency Equipment
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Incorrect / Not Installed / Unavailable Part; Aircraft; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Captain notified the safety cards in seatback pockets and Flight Attendant (FA) demo kits did not match safety cards provided next to emergency equipment in overhead bins (OHB). Leaving crew to question which version was most recent/required and accurate. At which time Captain contacted Operations (Ops) and Dispatch to confirm or verify safety card correspondence to 737 MAX. Safety cards in Flight Attendant demo kit and seat back pockets were color X. Safety Cards in OHB were [color] Y. Ops/Dispatch unable to confirm. No resource to refer to. Captain received confirmation in form of image from Maintenance Department including the specific tail number of our aircraft. It was confirmed safety cards used for safety demo and safety cards placed in seat back pockets were correct and corresponded with 737 MAX/specific tail number. No word on [color] Y safety cards or correspondence to 737 MAX. Flight completed without further incident. It would be helpful to both flight crew and cabin crew to have a resource to identify safety cards and their correspondent aircraft using an image and list of tail numbers. As well as effective date. Or version date. We previously had PA's listed by tail numbers/ aircraft specific in the inflight manual. Similar resource when in doubt would ensure we are providing our passengers with accurate aircraft safety information.




Synopsis: B737 MAX Flight Attendant reported confusion over seat pocket safety cards being the correct type or not for the aircraft.
Date: 201207
Location: PBI.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground PBI
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Glider; Flight Crew Sea; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication
Primary problem: Airport

Narrative: We operate this aircraft with a 65' wingspan routinely from Runway 10R/28L at PBI. I have come to realize that when I use Taxiway R; my wingtip extends beyond what would be the extended hold-short line the whole time I am on the Taxiway. There is no specific span restriction published for the taxiway or runway - perhaps there should be? There is a restriction for the runway - it's for 'non air-carrier aircraft only'. The Part 139 definition of 'air-carrier aircraft' specifies that it includes the operation of the aircraft by an air carrier; but in any case it's not specific enough to be of use once you've got engines running. It would harm capacity at the airport if aircraft of this wingspan could not use this runway. If there is a discrepancy that needs to be resolved; I would suggest restricting the taxiway by a specific wingspan - the runway could still be accessed by larger aircraft via Taxiway L; or by Taxiway T; which is west of the non-movement area.

Callback: The Reporter stated that he is not an air carrier but flies an aircraft used by air carriers and so the aircraft is not restricted from Taxiway R. However; because the Runway 10R Threshold Hold Short Line is about 22' from the Taxiway R centerline; his aircraft's wingtip is always over the Hold Short Line by approximately 10' when he taxies on Taxiway R. The Reporter believes that the Taxiway constraint should be described in wingspan values rather than by aircraft type. Should the Reporter's aircraft be restricted from Taxiway R; he believes access to Runway 10R on the Taxilane between R2 and threshold is possible because it is even wider than Taxiway R.



Synopsis: PBI Taxiway R is restricted to non air carrier aircraft but the wingtip of an air carrier type aircraft on R will be beyond the Runway 10R Hold Short Line if the line were extended parallel to the runway.
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
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: Indicating and Warning - Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending into ZZZ on the STAR; at around 28;000 feet; E1 fuel tank indicated Zero Quantity on EICAS and MFD. Also received fuel imbalance caution message due to zero fuel indicated in tank 1 and 1800 pounds in tank 2. We [advised] ATC and went into ZZZ1.  While being vectored onto ILS into ZZZ1; Fuel Tank 2 Quantity went to Zero as well; now indicating we had zero fuel on the airplane. Both fuel Quantities returned about 1 minute after this happened indicating expected fuel Quantity of 3600 pounds.Cause: Improper Fuel quantity indicationSuggestions: Have flight attendant do a visual inspection of top of wings to see if fuel was leaking out fuel cap?




Synopsis: EMB-145 Captain reported fuel quantity instruments malfunctioning inflight resulting in a diversion.
Date: 201605
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower LAS
Aircraft component: Electronic Flt Bag (EFB)
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: When crossing 25R at A6 after landing 25L; the 10-9 page does not accurately depict the taxiway configuration. The large gray area is labeled only as A6 when it is actually divided into A6 and B6 with an island between them. Today when I was 'cleared to cross 25R at A6 to B6; right on B; etc'. I went straight ahead as per 10-9 page instead of turning back to cross 25R at a 45 degree angle to get to B6 on the other side of the runway. The controller expected me to pick up B6 off the runway; and the page makes it look like I can just cross 25R from A6 and veer over to B6 after I clear runway. In actuality; you must cut back across 25R to get on B6.  It was really not an issue today but it could be in other circumstances. So the B6 taxiway extends to 25R and should be labeled so on the 10-9.

Callback: The reporter stated that at the time he was referencing the LAS 10-9 chart on an electronic JEPPVIEW application.



Synopsis: A B737 pilot reported landing on LAS Runway 25L with taxi clearance taxiway B6 to B but after crossing 25R he entered taxiway A6 because his tablet's Jeppesen airport diagram chart incorrectly depicted A6 but no adjacent; yet separate B6 exit off the Runway 25R.
Date: 202003
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Descent
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff we noticed an unknown odor in the flight deck. The #1 engine had previously been changed. Flight Attendant A called and they also smelled the odor in the cabin. As we climbed out the odor seemed to be dissipate. We looked at the smoke/fire/fumes checklist and determined it was not applicable to our situation. The flight attendants said the odor seemed to have somewhat cleared up so we continued on to ZZZ. They said the odor came back on the descent into ZZZ so we wrote it up when we landed. We also did a logbook entry and maintenance had me fill out the paperwork for odor in the cabin.


Second narrative: After takeoff; there was a strong odor in the flight deck. After reaching a safe altitude; I called the Flight Attendants and asked them if they smelled anything. I also asked if there was anything burning in the ovens. Both forward and aft Flight Attendants smelled the odor and said there was nothing burning in the oven. The odor dissipated fairly quickly in the flight deck on climb out and the forward flight attendants also said they didn't smell the odor anymore. Aft flight attendants reported that the odor was still notable but felt like it was dissipating. The odor also returned on descent.We talked to Maintenance upon landing and filled out appropriate forms; also entered appropriate write up in the maintenance log.The aircraft had just come out of maintenance with a replaced number 1 engine. We were aware of this and assumed the odors were attributed to maintenance performed on new engine.


Synopsis: B737 flight crew reported a strong odor was noticed during initial climb which dissipated as the flight continued; but returned during descent for landing.
Date: 202007
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Procedure

Narrative: I was PM; and approximately an hour into the flight at cruise FL 380; I performed my systems check and discovered that Green System Hydraulic fluid quantity gauge was indicating just above minimum level. Approximately hour later; we got an ECAM directing us to turn off the Green Engine 1 Driven Hydraulic pump and to also; turn off the PTU which resulted in a loss of the Green System. At this point; we were on the Arrival and within 20 minutes from landing at our destination ZZZ. We decided that the safest course of action was to [request priority handling] due to the fact that I was flying with a new Captain with less than 100 hours. I performed a non normal landing assessment and reviewed the manual gear extension procedure. We had an uneventful landing; with emergency equipment standing by. The Captain managed to use asymmetrical thrust to clear the active runway because; we had no nose wheel steering. He then set the parking brake [and] shut the engines down.




Synopsis: Air carrier pilot reported losing the green hydraulic system while on arrival.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Sail Plane
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: Given RNAV XX approach. Changed to visual approach when near final approach fix. Changed to advisory frequency and called entering downwind leg for Runway XY as wind was now favoring XY. Glider called entering downwind for Runway XX. After doing so; he passed opposite direction to me at same altitude about 100 feet laterally.  He then proceeded to land on XX. I continued downwind; base and final for XY and landed while watching for the glider landing on the intersecting runway. I passed the intersection of XY and XX just as he touched down on XX. Due to the stress of the near midair; I did not close my IFR flight plan until after I had parked the aircraft. This delayed a departing business jet on an IFR flight plan. Having fixed wing and gliders using intersecting runways seems dangerous with the amount of jet traffic into ZZZ.  I should have closed my IFR flight plan immediately after landing. I do not usually close my IFR flight plan in the air as problems can arise (like a midair!) in the traffic pattern. The glider did not show up on my ADS-B traffic alert nor was it mentioned by ATC. I suspect it had no transponder so it would not show up on TCAS either.




Synopsis: A pilot on a visual approach to a non-towered airport reported a NMAC with a glider. The reporter did not close out their IFR flight plan in a timely manner causing a delay for another aircraft awaiting departure approval.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Snow; 10
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Air Carrier
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: During initial takeoff on skis; left ski contacted bare subsurface of the runway causing a turn which resulted in a collision with a hangar building. The runway was marginal condition; but I had developed a mitigation plan by selecting a line that provided adequate conditions for ski operation. The use of wheel ski gear would have provided a greater margin of error and further mitigation of factors.A flight plan and briefing previously indicated no NOTAMs or hazards. Further information was to be garnered enroute as soon as contact with flight service was available.


Second narrative: During a post event meeting FAA personnel noted a possible record keeping error. During the normal course of inspection aircraft propellers are dressed to relive areas risers. The damaged questioned was the result of an event in April 2016 in which a propeller contacted a hangar structure and not the normal service of the propeller; therefore was not entered into the aircraft prop logbook. Any work performed on the aircraft would have been entered in said log. Unfortunately previous propeller work had been accomplished on a previous propeller and not the current propeller and the timeframe of this work and the install of new propeller mistaken by the pilot operator.


Synopsis: During initial takeoff in a Cessna 180 on skis; left ski contacted bare subsurface of the runway causing a turn which resulted in a collision with a hangar building.
Date: 201812
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Aircraft component: Waste Water Disposal System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Just after takeoff (still climbing) Flight Attendant (FA) 1 received a call from FA 3 stating that there was a flood from the bathroom and that fluid and feces were filling the aft galley area. He said that it was even flowing from the coffee makers! I asked him to shut off the water valve and he said he did. FA 1 tried to wait as long as I could for safety sake before contacting the flight deck ...but did call during the sterile cockpit time as to say I would get back to them after assessing the situation. I took what blankets were available and went to the back galley. As I walked back I notice a horrid stench in the C zone! Once in the back galley I realized it was bad. I chatted with FA 3 and we determined that he would spray deodorizer through the cabin discretely. That the back galley was non-functioning on all levels and that we would not serve utilizing the carts. Water was served to coach from forward galley. I chose not to make an announcement in any way to our passengers. To my knowledge no one inquired as to what was going on or the smell etc. I advised the Captain that all was under control and that we could make it to ZZZ but that it was really awful.I think that the agent knew this aircraft had a bad lavatory/mechanical as she stated so once I entered the aircraft. However; the mechanics 'fixed' it by blocking off two bathrooms! It was signed off and we were 'good to go'. Sadly that was not the case!




Synopsis: Air carrier Flight Attendant reported a flood from the bathroom on the aircraft right after takeoff.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aircraft Cooling System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] returned to the gate twice in our departure airport; second time for L CTR FUEL PRESS EICAS. Maintenance reset pump control box in forward electronics bay and we departed thereafter.Just after beginning descent into our destination; a strong electrical burning smell and acrid fumes occurred in the flight deck. Actions carried out in accordance with QRH smoke/fumes tab. Emergency declared to Center and we requested the most suitable runway due calm winds and the shortest route.We made a high speed approach to about 10 miles; slowed and executed a normal 25 flap landing and roll-out for CFR inspection. Smoke had dissipated somewhat in OVRD position on equipment cooling selector; but overheat sirens sounded due to the lack of pressurization [outflow which made the] overheat worse. Status message FWD ELEC EQUIP EXH and subsequent EICAS amber caution occurred from about 3;000 FT inbound. After inspection; we taxied to the gate for a normal deplaning.


Second narrative: [Narrative 2 contained no additional information.]


Synopsis: A B767-300ER flight crew declared an emergency and made an expedited arrival to their destination due to electrical fumes; burning smells and; ultimately; an EICAS FWD ELEC EQUIP EXH message.