elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Indicating and Warning - Air Conditioning and Press.
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Other / Unknown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Contributing factors: Aircraft; Equipment / Tooling; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was assigned four airplanes: A; B; C; D and a crew consisting of nine people; plenty to accomplish the work required for that night. I was working under the direction of Lead Mechanic X; he wanted to address a specific item in Aircraft D that a previous Lead wasn't comfortable performing. He [Lead Mechanic X] wanted to get people trained in performing the Job Card; as he requested four specific people of his choice to perform the job; at which I added two more people very proficient; all other aircraft maintenance was done without incident. However; Aircraft D had some difficulties; we didn't have the right equipment and no parts to replace the part if it failed; (Altitude Pressure switch).Management assumed we had the parts and equipment to finish the job. We removed the Pressure switch and started to test; [Altitude] Pressure switch failed; then we moved to the test of the EPR and found out the equipment was registering a leak which we couldn't find the source. The Supervisor determined the technicians weren't operating the equipment correctly and ordered us to put everything back and he would cancel the job cards; which he did. Then we ran the engine and found an EICAS message that won't [go] away. Also; the Fuel Governor was leaking at a rate of 16 drops per minute. Supervisor contacted Technical support and advised us that message wasn't a big deal; it eventually would go away. I didn't feel comfortable stopping the test in the middle of the work and putting all that we took apart back without finding out if the Pressure switch was ok; or if we had an EPR leak; or if the EICAS message and fuel leak was related to we [us] disturbing the system.  We should have finished the test and found out either the system was operating satisfactorily; or if not; what corrective action we needed.




Synopsis: An Aircraft Maintenance Technician (AMT) reports not feeling comfortable with an order from their Maintenance Supervisor to stop all testing and reassemble all the items they had taken apart after an Altitude Pressure switch had failed and an EPR leak was discovered on a B757-300 aircraft. The supervisor canceled the Job Cards and noted the technicians involved were not operating equipment correctly. Replacement for a failed Altitude Pressure switch was not available.
Date: 201411
Local time of day: 1801-2400
Location: CLT.Airport, NC
Aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: During pushback the tug driver pushed us into a catering truck. I was in the right seat and the Captain was in the left seat when we heard a strange creaking sound and thought there was a problem with the tug. Then the wing walker came over to the tug and the tug driver went into the terminal. We did not understand what was happening until we opened the door to ask. We did not have voice communication with the tug driver. Only standard hand signals were used. Dispatch was notified and also maintenance. Pictures were taken and the people were then let off the aircraft to go back inside. I believe the tug driver did not have proper communication with the wing walker during pushback. Vehicles should not park directly behind aircraft.




Synopsis: Commuter aircraft First Officer reports being pushed back into a catering truck causing damage to the aircraft.
Date: 201909
Local time of day: 1201-1800
Location: SEA.Airport, WA
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B SEA
ATC / advisory: Tower SEA
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; Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This was the third day of this trip. The Captain had regularly been arriving to the aircraft fairly late and then would wait to brief or run any checklists until nearly door closure. The Captain was consistently rushing though checklists and occasionally missing items on the checklist after calling them correctly configured. I would reiterate the checklist item and he would usually then realize his mistake. Weather was good at the departure airport with clear skies and light winds. This flight was my leg. After liftoff the normal call out exchange of 'positive rate' and 'gear up' was made. However; the Captain reached over and retracted the flaps; which were set at 15 degrees; instead of the landing gear. I noticed this as the flap lever was reaching the zero degree detent as the aircraft was climbing through approximately 150-200 ft. AGL. I ensured the aircraft was stable; at a safe airspeed; and still climbing and once again called 'gear up.' The Captain acted somewhat confused by this and finally retracted the landing gear. I believe at this point he finally realized what he had done with the flaps; and stated 'well that was weird.' No further discussion occurred about what had happened for the remainder of the flight.The Captain's rush to accomplish duties and checklists; and especially his incorrect configuration change of the aircraft at low altitude made me very unsafe and concerned about the potential outcome of that flight and future flights. I feel [that] this Captain could use additional reiteration and training of standard operations. He is a long-time Captain with [the Company]; so knowledge of procedures doesn't seem to be the cause of this instance. I feel that his actions caused a safety hazard and could continue to cause them in the future.




Synopsis: Air carrier First Officer reported Captain was remiss in properly performing duties.
Date: 201808
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During approach we were base to final cleared for the ILS approach. We were between TEB and GIMEE at 2500 feet. We encountered what we believe to be wake turbulence. It started to roll the aircraft in one direction then immediately flipped to the other. It was strong enough to disengage the autopilot. While we were recovering the aircraft attitude we dipped down to about 2300 feet MSL. While recovering we informed ATC of the wake and that we could continue visually. We were simultaneously intercepting the localizer; glidepath; and dealing with the upset. We may have dipped below glideslope. After the corrections were made we were able to continue the approach without further issues.




Synopsis: Embraer Regional Jet First Officer reported an altitude deviation occurred when they encountered wake turbulence in the landing pattern at EWR.
Date: 201501
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B BOS
ATC / advisory: TRACON A90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending through 7000 feet on the Quabn3 RNAV arrival an object passed by the left side; above and within approximately 50 feet of our aircraft. The ACM and I both saw it for only a second or less. The object was football shaped; red and blue in color. It appeared to be either a balloon or a drone.




Synopsis: B737 Captain reported NMAC with a drone or a balloon on the QUABN3 Arrival into BOS.
Date: 202005
Location: ZZZ.Airport, US
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: While conducting my crew briefing with my mask on this flight; I felt safety was compromised.  I was unable to conduct the briefing in the same manner I had before.  Instead of a collaboration of the crew I felt my brief was a mandate; just a lecture from the boss.  I found it difficult to judge the facial expressions of the crew during my briefing items with their faces covered.  I feel the crew thought the same about me with my mask on.  Several minutes later the lead FA asked me several questions that I went over in that brief that validated my concern that my brief was subpar due to the face mask requirement.  It was as if this crew member was not in attendance for the brief.  I pride myself in my clear and concise briefings as a way to bring the crew together to lay the groundwork for a successful safe flight.  My reflection of my brief after was I would have had just as much success not briefing at all.  I feel the mask; in a briefing situation; degrades safety and why I submit this report.  I am not commenting for or against on any other facet of the face mask policy except for the briefing.




Synopsis: Air carrier Captain reported concerns with wearing masks during pre-flight crew briefings.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Contracted Service
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I made a precautionary landing on a rural county road; due to aircraft not running properly before getting it checked out. No damage was made to the aircraft; myself; or county road. I could have chosen to fly to one of three airports; which were from 7-10 miles away. However; in the moment of being faced with a situation; I elected to take the county road which was clear of vehicle traffic; no powerlines; and no houses; or obstructions. If in the future; I ever feel like I need to make a precautionary landing; I'll make a better assessment and make the effort to try to get to an airport in order to not obstruct a road.




Synopsis: C182 pilot reported an engine problem that resulted in an off-airport landing.
Date: 202105
Local time of day: 1801-2400
Location: DTW.Airport, MI
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DTW
ATC / advisory: Tower DTW
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: ATC Issue All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Departing DTW [Runway] 3L on the HHOWE3 RNAV departure we had a wake turbulence encounter.  ATC cleared us for takeoff behind an A320. We completed a normal takeoff profile.  Autopilot was engaged at 600 feet AGL and flap retraction was completed on schedule.  We were at approximately 1;800 feet AGL (2;450 feet MSL) accelerating when the aircraft abruptly rolled 35 degrees right and pitched up. The autopilot disconnected automatically and the shaker activated momentarily for around 1-2 seconds.  Having a hand defensively positioned for the yoke; I immediately pitched down and rolled the wings level.  Once the aircraft was sufficiently under control and at a safe airspeed; autopilot was reengaged and the rest of the flight was completed without incident. We checked on the Flight Attendant to ensure she and the cabin were safe. She confirmed everything was ok. We lifted off prior to the preceding aircraft and flew according to our profiles.  ATC should have given more separation between us and them. ATC needs to better separate aircraft; especially with loads increasing.  There is no need to push aircraft out so closely spaced.




Synopsis: CRJ-200 Captain reported encountering wake turbulence departing DTW in trail of an A320.
Date: 201906
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Pilot Flying. On departure out of ZZZ; we experienced a lav smoke indication on the ICAS display. We were handed off to Departure Control as we were running memory items for the aircraft. When we switched over to Departure; we advised ATC about out indications and [advised ATC]. We were vectored back for a visual arrival to Runway XXR into ZZZ. At this point; the smoke indication went away from the ICAS. ATC advised us they were running emergency personnel on the airport and we landed. We taxied off the runway and talked with fire crews over the radio. They saw no visible damage or fire and so we taxied to the ramp. We off loaded passengers and talked to Maintenance Personnel.




Synopsis: EMB-135 First Officer reported a return to departure airport due to Lav Smoke indications during initial climb.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Passenger
When detected: In-flight
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: I took the forward outboard jumpseat in order to allow D FA take forward inboard jumpseat. Passenger brought to our attention [once] inflight he was uncomfortable [being] seated next to two other passengers in his row. Passenger [stated] the social distancing guidelines were not being followed. FA D and B agreed to allow passenger [to] take row XDF to create a safer environment for passenger. Took forward outboard jumpseat for landing. Flight was full; asked for volunteers to swap; no one volunteered. Flights are becoming more full; no other options for rearranging seats.




Synopsis: Flight Attendant reported a passenger was feeling uncomfortable sitting so close to two other passengers and was allowed to move to a different seat.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL390; received a Level 1 AIR SYS 3 OFF alert. Air synoptic showed WING A-ICE DISAG and associated consequences for the alert. Air system 3 was red from the engine pneumatic supply all the way to the pack and wing anti-ice valve. Noticed Bleed #3 was OFF and red MANF light illuminated on the overhead panel. Consulted QRH for all indications; but we had not received a manifold failure alert or an aural warning. We were just abeam ZZZ; so the Captain called maintenance there via VHF. Meanwhile; we looked at the QRH emergency procedure for manifold failure as well. When maintenance said that the overhead light was enough to indicate a manifold failure; we immediately [advised ATC] and began an emergency descent into ZZZ in accordance with QRH guidance. About halfway through the descent; the AIR MANF 3 FAIL Level 3 alert came on with associated aural warning. This went out sometime below 10;000 feet. We stopped on the runway while fire crews assessed the aircraft with temperature sensors. After receiving the all clear from them; we taxied uneventfully to the gate with an escort from the fire trucks.




Synopsis: MD11 First Officer received a Level 1 AIR SYS 3 OFF alert indicating a duct failure while at FL390; but no manifold failure alert or an aural warning. After consulting with Maintenance; the crew elected to divert to the nearest suitable airport.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: DC-10 10
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Electrical Distribution Relay
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Training / Qualification; Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon taxiing in; after landing; Captain elected to shut down #2 engine for less than all engine taxi in. #2 Generator Bus and AC Ground Services Bus went unpowered. I think the Bus Tie relay did not close so we lost all systems/functionality related to the #2 Generator Bus. Continued taxi to the gate and consulted with Maintenance about how to handle the problem before shutting down engines 1 and 3. During the taxi in; we had no taxi light or runway/turnoff lights; possibly no beacon or navigation lights. We kept the strobe lights on for identification and taxied to the line. The airplane had the APU MEL'ed inoperative.




Synopsis: A MD-10's Bus Tie Relay apparently failed after number two engine was shutdown during taxi in so the number Two Generator Bus and AC Ground Service Bus were both lost affecting the taxi light and runway turn off lights.
Date: 201307
Location: ZZZ.Airport, US
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While waiting to dock the jet bridge onto an inbound flight; I observed the Main Cabin airstairs drop open immediately after the aircraft stopped. No chocked signal had been given to the crew prior to this. The airstairs had dropped onto a wheel chock and the Flight Attendant had to raise the airstairs back up so the ramp person could retrieve the chock and place at the nose gear. This was a close call in that the airstairs could have struck the ramp person retrieving the chocks.




Synopsis: A ramp employee observed the cabin door of a Regional Jet open prior to any coordination; landing on a wheel chock.