elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Other Manuvering
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft landed off-airport when the engine did not restart after the student performed a simulated engine fire. The student manipulated the controls which included pulling the fuel shut-off valve. At which point; multiple air-restart attempts failed; the instructor landed the aircraft off airport.




Synopsis: C172 pilot reported the aircraft engine would not restart after a simulated engine fire requiring an off-airport landing.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy; Aircraft; Procedure
Primary problem: Human Factors

Narrative: I received the inbound aircraft with an open AML write up for the aft cabin FA handset PA function inoperative. The interphone function was operative. I briefed the affected FAs on alternate communications as per the MEL. Maintenance personnel arrived at the aircraft just prior to departure and deferred the aft cabin handset as inoperative per the MEL. I received the AML; reviewed and signed it. While receiving the AML; myself; the FAs and the agents were dealing with a boarded passenger not properly wearing a face covering. All issues were resolved just in time to make departure which was otherwise uneventful. Shortly after getting airborne I realized that I had gotten distracted prior to departure and I had neglected to receive an amended release for the MEL item.[I was] Distracted by operational; maintenance and passenger issues. Be more diligent.


Second narrative: There was an MEL write up for rear cabin phone unable to do a PA. It was deferred; but we forgot to get an amended release with the MEL on it before we took off.Cause - Flying a red eye. Late night departure.


Synopsis: Air carrier flight crew reported being distracted prior to departure and neglected to receive an amended release for an MEL item.
Date: 201902
Location: ZZZ.ARTCC, US
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Staffing
Primary problem: Company Policy

Narrative: The flight attendants on a per flight basis have been reduced by one across the board. While this does not sit well with the flight attendants; it clearly has safety and security implications for us as well; as evidenced by my experience yesterday. I was in the cruise to ZZZ and trying to call the front galley for a bathroom break. There was no answer after three call attempts. Also; it is noteworthy that the mid galley is now not manned as it is only used for storing the arrival snacks. On my fourth call I got an answer from the rear galley. Four of the flight attendants were on break and the remainder (5?) in the back of the plane. They all expressed concern about the loss of a Flight Attendant and also ramifications of a profit sharing issue - their morale had clearly taken a thump. I am extremely concerned about the front area of the plane being left unattended during flight operations; when cockpit security is of paramount importance. I also am concerned about the Purser leaving for a break and not notifying the cockpit of their impending absence; and telling us how is in charge in his/her absence.Is it a reasonable directive during preflight briefing to emphasize the front galley and cockpit approach area should not be left unattended?




Synopsis: B767 Captain reported due to company policy; the Flight Attendant staffing has decreased resulting in the forward portion of the cabin understaffed during cruise flight. The Captain states this is a security issue for the flight deck and forward passenger cabin.
Date: 201209
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Aircraft component: Fuel Control Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: 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 Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Manuals
Primary problem: Aircraft

Narrative: After about 45 minutes in cruise [we] had very erratic and erroneous left engine indications. N3 erratic and surging; N2 erratic. Left bleed pressure fluctuated from 0 to 60 PSI; left engine bleed light on with loss of pressure and pack off light as well; left and center hydraulic pressure fluctuated from about 3090 to well over 3200 PSI. Right [was] also fluctuated. Status message; left engine speed card illuminated. Left engine center fuel pump pressure light [was] on with 3;000 LBS of fuel in tank. We were going to an airport where weather was not good so we diverted to nearest suitable airport.


Second narrative: Due to erratic indications of the left bleed air system; pressurization system; left fuel system; left engine indications and operation; and all hydraulic systems; a precautionary landing was made at the nearest suitable airport.


Synopsis: B757 flight crew experiences erratic engine indications in cruise with a Status Message; left engine speed card. With no QRH guidance available; the crew elects to divert to the nearest suitable airport.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Missing NOTAM information in our flight kit regarding an out of service VOR. We get ready to set up for our flight to DTW. Due to the GPS/ADS-B being inoperative we can't accept RNAV routes so we contact our Dispatch prior; to plan VOR to VOR routing. We received our release with all appropriate paperwork and called Clearance to confirm our IFR clearance. ATC gives us a couple extra VORs; then as filed. Me and the Captain then review all applicable NOTAMs and any factors that could affect our flight. We didn't see anything wrong.While flying enroute we were having problems identifying IHD VOR; so we asked for a vector and then ATC informed us that IHD VOR was [out] of service. They then gave us a vector to go direct DJB VOR. Nowhere in our flight kit was it mentioned that IHD VOR was out of service. We completed the flight and landed without issues. Due to the GPS receiver on all Rockwell/Collins FMS failing; our flight packets/release should include all relevant NOTAMs regarding out of service ground stations as that is our only way of navigating in these circumstances.


Second narrative: We did not have the IHD out of service NOTAM in our [flight plan] packet. Although no deviation occurred; I question the legality of our [flight plan] with an out of service VOR used for the routing. I requested VOR to VOR routing for our flight to DTW as the GPS/ADS-B were inoperative. We checked our release and NOTAMs and headed to DTW. While flying enroute we were not able to identify IHD VOR when navigating in green needles. We asked for a vector until receiving IHD and we were informed that the VOR was out of service. At this time; ATC gave us a vector for DJB VOR and we continued to DTW with no problems. The [flight plan] packet should include out of service VORs.


Synopsis: Air carrier flight crew reported questioning the legality of being dispatched with ground based equipment limitations.
Date: 201406
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: Aircraft In Service At Gate; In-flight
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Upon arrival I detected very strong; irritating fumes in the aft galley area and throughout cabin. Passengers in my area were also complaining and looking at me. I notified the A Flight Attendant and Captain and asked if doors showed disarmed and asked for permission to open aft door to ventilate the area as there was none to insufficient ventilation from ground unit to clear fumes. Captain said doors showed disarmed and I could open. Fumes cleared. The same thing occurred in the same sequence for the two return flights. During flight; passengers in aft cabin area were sneezing and asking for napkins due to nasal irritation. Babies crying; Passenger in XXE vomited during taxi in and was assisted by companion and myself. She deplaned and did not want any further assistance. Passengers on the next flight [were] also coughing and sneezing. Other flight attendants denied smelling fumes even though through passenger in YYE complained to me of the smell and I suggested he deplane for fresh air before continuing on to the next leg. I had a headache at our destination and began to feel light-headed. After sitting at curb bus/van engines running for more than 30 minutes it worsened so I self-treated in hotel per prior events; Doctor's recommendations. I reported aft cabin area uncomfortably warm during boarding to A Flight Attendant of each flight and asked for cooler air. Improper placing batteries OFF during shutdown can cause APU oil to self-over-service. Possible maintenance issue; possible design flaw; possible non-adherence to manufacturer recommendations.Correction of design flaw; adherence to shutdown recommendations. Turn off packs prior to gate arrival so that fuel purge from engine does not enter the bleed air supply of the cabin. Address the issue the first time it is reported.




Synopsis: An A321 Flight Attendant described her and some passengers' physical reactions to irritating fumes on a sequence of flights in the same aircraft.
Date: 201412
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Night VMC standard Newark taxi out. We were contacted by EWR GROUND and told to taxi to RWY 22R FULL LENGHT VIA TAXIWAY UNIFORM; CROSS RUNWAY 11; RIGHT TURN ON ZULU. First Officer (FO) copied and read back the clearance and I verbalized it to her. Approaching RWY 11 I cleared and called 'clear left' and started turning my head right. The FO did not immediately call 'clear right;' and as I got my head turned to the 1 to 2 o'clock position I saw a plane on RWY 29. I started braking the aircraft.  Coincidence with my braking the IRO in the right IRO seat called out 'hold short.' We came to a complete stop short of the RWY 29 hold line and just in time to watch a Gulfstream jet get airborne in front of us; i.e. abeam taxiway Uniform. At about the same time EWR Ground transmitted 'CALLSIGN HEAVY HOLD SHORT.' I don't recall if she gave a runway number or not but we all knew what she meant. Naturally some flight deck conversation occurred about our clearance and we all agreed that we had been cleared to cross RWY 11. When cleared to continue to taxi I asked the EWR ground controller if she was aware of the conflict? The controller; the same one who had cleared us to taxi originally answered 'yes' in a very composed voice. I told her that we would be filing a report. No further issues.


Second narrative: Cleared to cross runway 11/29; sometime afterwards another aircraft departed the runway we were cleared to cross. Since we were with ground control the takeoff instructions issued to the other aircraft were not heard. Even if we were on tower frequency and the departing aircraft was issued a departure clearance for 22R and departed on 29 inadvertently the same outcome would prevail. Prior to crossing the runway we notice the lights of the other aircraft and were able to stop prior to the hold short line.


Synopsis: Air carrier flight crew reports being cleared to taxi via U and Z to Runway 22R cross Runway 11-29. Approaching Runway 11-29 an aircraft is detected taking off on Runway 29 and the reporting Captain stops before the hold line as a Gulfstream rotates abeam Taxiway U.
Date: 201809
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZOA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Communication Breakdown
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
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: While flying our flight planned route enroute to SFO we were given a direct-to fix along the SERFR 3 RNAV Arrival. We both heard and verified what we believed to be the fix NARWL and proceeded in LNAV Direct. At approximately abeam WWAVS on the arrival ATC asked us to confirm the fix we were proceeding to and I read back NARWL. At that point ATC assigned us a Descend To altitude along with a frequency change and said good day. We switched frequencies; checked in; and were cleared the remainder on the arrival and TIPP TOE Visual 28L. The query by ATC and review of the SERFR 3 Arrival made me question myself if we were actually supposed to proceed to NRRLI and no NARWL. Two very similar sounding fixes along the arrival.




Synopsis: B-737 pilot reported confusion between ATC and the flight crew concerning which fix they had been cleared to.
Date: 201812
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure at approximately 200 feet AGL the Number 2 engine overheat light [and] fire handle illuminated; fire bell and master caution and warning illuminated for approximately 2 seconds then extinguished. Captain felt hot air from his gasper vent and we both smelled something similar to burned electrical wires. We went through the QRC and QRH procedures for Engine Overheat and then operated the Number 2 engine at a reduced thrust setting per the QRH and returned to departure airport for a landing and had equipment and workers meet the aircraft. They reported no smoke or fire and normal engine temperature. We then returned to the gate for normal passenger unloading.


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


Synopsis: B737NG flight crew reported returning to departure airport after experiencing a Number 2 engine overheat and fire handle illumination.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) 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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: [Company] has begun using new double size inserts to contain and cool their beer and wine. Instead of using the Styrofoam sheet topped with DRY ICE; they are now cooling the beverages by placing a bag of regular ice on top of the beverages in the insert. The ice melts creating a wetness problem on takeoff and in-flight because the melted ice leaks ALL over the floor of the galleys. This [occurs on several different aircraft types]. In the MD80; the carpet becomes super saturated in both the forward and aft galleys. As an added safety risk in the MD 80 water pools under the cart in the FWD GALLEY right above the area where the aircraft electronics are stored. On this flight which I am reporting; I pointed out the moisture to our Captain; who called for maintenance to come and inspect the electrical bay for any leakage which might have occurred in that compartment. No leakage was found; but I am assuming it will only be a matter of time until there is some moisture which goes through in these older MD80s. The maintenance check caused a 45 minute delay. In [another aircraft type] (which I also worked on at the beginning of this three day sequence) upon take-off; I observed water streaming from the insert; flowing across the vinyl first class galley floor across to the carpet in First Class cabin where it was absorbed. Another rivulet also bordered the floor plate of closet across from the cart storage. In addition to destroying the aircraft from constant wetness; this also creates a 'slip and fall' hazard for passengers and crew alike!Return to cooling beer and wine with DRY ICE.




Synopsis: MD-80 Flight Attendant reported noticing moisture issues resulting from a company change to using regular ice instead of dry ice to cool beverages.