elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Elevator Control Column
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This crew flew this 737 two legs; into ZZZ1 and then into ZZZ; with low elevator forces. I have seen numerous broken flight control cables on our 737 fleet here in ZZZ in the last couple years and as our largest fleet with the largest number of flights; it is unnerving that our crews are flying these aircraft with flight control discrepancies. Maybe our crews should read up on [past accidents involving control issues].




Synopsis: Maintenance person reported that many B737's have been found to have broken flight control cables.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness
Anomaly: Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: After having the field insight; I cancelled IFR. There were numerous aircraft in the pattern. Earlier I had checked the weather and winds were 310 at 6. There was a PIREP for a turtle on the runway. I later got a TCAS alert for another aircraft on the downwind. That traffic reported me in sight and advised that they would follow me. I may have inadvertently made a shortened final approach out of courtesy. I also saw a home on the approach end that seemed too close; and I may have arrested my descent. This was my first landing at this airport. I landed long and by the time I realized I wouldn't stop by the end; it was too late and unsafe to attempt a go around. I over ran into the grass and then there was a pond that I rolled into. In retrospect I should have extended my final and secondly realized sooner that I should have executed a go around.




Synopsis: CE525 Captain reports landing long at an unfamiliar airport and not being able to stop before the end of the runway.
Date: 201712
Local time of day: 1201-1800
Location: M03.TRACON, TN
Flight conditions: VMC
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B M03
ATC / advisory: TRACON M03
Aircraft component: Air Conditioning and Pressurization Pack
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After retraction of the gear I could feel the cabin climbing higher than normal. Climbing out of about 6000 feet; the cabin was climbing at 1700 ft. Per minute. All indications were normal; except for an advisory on the Electronic Centralized Aircraft Monitor (ECAM) of high cabin rate of climb. During the climb; all door indications were closed; the two outflow valves; safety valve; and overboard valves were fully closed. The Auxiliary Power Unit (APU) bleed valve was confirmed closed; and the bleeds and packs were working normally. We troubleshot using the Quick Reference Handbook (QRH) and leveled at 16;000. I tried both pressure regulators; and the manual mode. All valves stayed fully closed; but the cabin continued to climb. As the cabin neared 10;000 feet we descended to 10;000 feet. We noticed as we descended that the cabin pressure started to work normally again. The cabin descended at 350 feet per minute. And continued down to a cabin altitude of 8;000 feet. Thinking that the problem had fixed itself we decided to climb back up; and see if the pressure would work normally. On our climb; the cabin rate of climb; went back up to about 1700 feet per minute. When the cabin reached 10;000 feet we donned our oxygen masks; and headed back down. Again the cabin pressure worked normally on the descent. We held for about 30 minutes to burn down below our max landing weight. We landed at 307;000 lbs.




Synopsis: A300 First Officer reported cabin pressurization malfunction on initial climb that resulted in a return to the field.
Date: 201910
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: Other Push-back
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inadvertently pushed back prior to receiving final DG (Dangerous Goods) notification. New policy went in to effect in September per FOM (Flight Operations Manual). Received DG Final prior to taxi.


Second narrative: Captain inadvertently released parking brake prior to receiving final DG (Dangerous Goods) summary and I did not catch it either.


Synopsis: Air carrier flight crew reported inadvertently pushing back before receiving a Dangerous Goods document. The document was received prior to taxi.
Date: 201307
Local time of day: 1201-1800
Location: CYVR.Airport, BC
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
ATC / advisory: Tower CYVR
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Second reporter function: Pilot Not Flying; Captain
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: On takeoff roll the flying copilot's (me) airspeed indicator displayed erroneous speed and froze approaching 80 KTS.  I called out no airspeed at 80 KTS and Captain performed a rejected takeoff.  We taxied clear and returned to blocks.  We had numerous FMC issues and electrical glitches prior to taxi out.  Both FMC's were deferred prior to flight.  Reject was uneventful.


Second narrative: Captain is Pilot Monitoring; First Officer flying. Approaching 80 KTS; both crewmembers note the First Officer's airspeed reading significantly faster than the Captain's IAS and the Standby Airspeed Indicator. Captain directed 'Reject;' First Officer initiated; and Captain subsequently assumed control of aircraft to complete reject. Cleared the runway and was directed to an unused taxiway by Tower; as requested by the crew. First Officer's airspeed read between 135 and 140 KTS and not moving; even though the aircraft was not moving. Contacted Dispatch and Maintenance Control to discuss the problem. Was directed to return for maintenance. No unusual transition or events took place during RTO. Takeoff was planned as D2; alternate noise abatement.


Synopsis: B757 flight crew reports a rejected takeoff due to the First Officer's airspeed indication reading much higher than the other indicators.  After stopping the First Officer's indicator still read 135-140 KTS.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Park post-arrival
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Follow Me Truck guided aircraft to a different ramp location than the one normally used perhaps because of heavy rain. I stopped aircraft and released the parking brake after I received the overhead chocks in hand signal. Completed the parking check and from the corner of my eye noticed the ground Marshaller waving his arms and jumping. It took a second or two and I noticed the aircraft rolling backwards. I applied the brakes and the aircraft stopped. No passengers were affected however; the forward flight attendants reported that flight attendant in the aft galley had hurt his knee due to the unexpected sudden stop. I asked him if he required any assistance and he declined. We were told by the ground handling personnel that the ramp is uneven in the area that we were parked in. The flights continued with an outbound delay due to customer service issues with a different pilot crew and same in-flight crew.


Second narrative: [Report contains no additional information.]


Synopsis: A B737 was parked at a location the crew was not accustomed to and after parking rolled back because of an uneven ramp. When the brakes were finally set to stop the aircraft an after flight attendant suffered a knee injury.
Date: 202008
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: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: Having the Flight Attendant (FA) door greeter handing out sanitizing wipes distracts the door greeter from being able to monitor safety duties at the forward door. The FA is unable to monitor baggage and other issues that the FAA requires because of passing out non-safety related items exclusively. These items should be passed out to the boarding passengers from the Customer Service Agent who has time before boarding and the manpower to distribute them.




Synopsis: Flight Attendant reported the main door Flight Attendant is distracted during passenger boarding from their safety duties because of having to hand out sanitizing wipes to passengers.
Date: 201810
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: Ramp
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: I was in the process of pre-departure for [the] flight. I have just completed my walk around the aircraft and proceeded to move the ground power unit out of the envelope. I parked the unit; disconnected the tongue of the unit from the tractor and pushed it up so it would lock. The tongue was locked in the up position and stay in place. As I brought my hands down; the tongue locking mechanism malfunction and disengaged by itself and hit me in the jaw; causing major injury. Supervisor was called and notified. I never expected the tongue of the ground power unit to malfunction.




Synopsis: Ramp employee reported that the tongue locking mechanism on a ground power unit malfunctioned and injured a ramp employee.
Date: 201504
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Military
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class D TEB
ATC / advisory: TRACON N90
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Military
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: Conflict with a Hawker jet occurred while transiting [near TEB]. Cessna 172 was skirting the around the north side of Teterboro Class Delta at 1200 FT while attempting to establish communications with approach (127.6). Approximately 5 miles north of Teterboro we did a random 'left wing up' clearing only to see a small jet pass off our rear quarter at approximately the same altitude (1200-1300 feet). I did not hear any traffic alerts given to the jet by approach control (we were squawking 1200 Mode C). I assume the jet was on a long low final for runway 19 at TEB and was talking to the tower directly. No evasive action on our part was required but a half second either way would have put both aircraft on the 5 o'clock news. We knew we were flying in a busy area and were on the watch for aircraft making their way in and out of TEB. This one just sneaked up from our rear quarter. Pilot flying was in right seat. Non-pilot flying in left seat.




Synopsis: C172 pilot experiences a NMAC at 1;200 feet; 5 NM north of TEB with a Hawker Jet on approach.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During cruise at FL370 while deviating for thunderstorms in IMC conditions we encountered an airspeed unreliable condition. After performing memory items we ran the Airspeed Unreliable checklist. While going through the checklist we may have deviated from our assigned FL370 however we don't think we did. While running the checklist the event seemed to end. We continued through the entire checklist to make sure we were aware of all of the possible actions required if the event returned. This event occurred on the same aircraft about 3 weeks prior and maintenance addressed it at that time.I don't have any suggestions as we followed SOP and checklist usage. We don't think we had an altitude deviation but we aren't sure.


Second narrative: During Airspeed Unreliable event at FL370 and IMC; CA (Captain) was pilot flying. Both CA and FO (First Officer) airspeed and altitude were unreliable for at least a minute or more; Airspeed Low and IAS Disagree alerts. Accomplished procedures; and hand flew based on Standby Flight Display. As best we could tell; stayed within +- 200 ft of FL370. Exiting IMC; indications returned to normal. ATC made no comment about altitude.Factors include equipment malfunction and icing. Equipment malfunctions unavoidable


Synopsis: B737-800 flight crew reported unreliable airspeed and altimeter in IMC conditions. Systems returned to normal after exiting IMC.
Date: 202004
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: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Company Policy
Primary problem: Human Factors

Narrative: I'm writing in my regards of a guest dissatisfied experience. I had a guest prior to takeoff ask me if it's possible if there was a vacant row available where her and her husband can sit next to one another. I responded once we are in the air and it's safe for me to get up I will see what's available because we have close to a book flight with X guests onboard. Every row in the main cabin had at least 1 person sitting in it but row XX. This is a scary and worry time for a lot of our passengers with COVID and a lot of the passengers boarded this flight were not wearing mask. The passengers in the aft of the aircraft expressed their worry and asked 'NOT to bring anyone back to sit in this empty row as worry to COVID.'I went back to the lady and deeply expressed that with COVID we are really doing our best to protect all of our guest with their health and well-being. That with this difficult time we ask guest to remain in their assigned seats.I did what I felt was right for the safety and concern for all of the other passengers who are worried with COVID and how they really are wanting there social distancing. I really do understand where this guest is coming from and wouldn't have an issue with her wanting to sit next to her husband. But having guest express their concerns with COVID and asking please don't fill these seats here in the back. I was thinking more for the safety and well-being with social distancing.




Synopsis: Flight Attendant reported a passenger asked for a different seat; but Flight Attendant was unable to comply with the request due to social distancing concerns from other passengers.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Compressor Bleed Valve
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Fatigue; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: I was tasked with the Functional Check of the Number 1 Engine Low Stage Bleed Check Valve. On the re-install of the valve; I accidentally oriented it backwards and installed it. After it was put back together we went to the blast wall to run the engine. On the first engine run we had a Bleed-1 fail message come on the EICAS. We reset everything and ran the engine again at power with the APU bleed off; this time no message came into view. We ran the engine a few more times to confirm nothing was wrong and didn't receive any abnormal indications. Approximately early morning local time; the aircraft returned to the gate with a write-up stating that the Number One Engine [had] shut down on takeoff roll at thirty percent power. Per Maintenance Control; we returned to the hangar to verify the installation of the Check Valve and found that it had been improperly installed. This was my 'Monday.' At the time of re-install I was up for approximately 18 hours. This is a job I have done before and familiar with; I was tired and installed it incorrectly. I was fatigued and not aware of the fact that I had installed it backwards.




Synopsis: A Mechanic reports an ERJ-175 aircraft returned to the gate with a write-up for an auto shutdown of Number 1 Engine on takeoff roll. He had reinstalled a Low Stage Bleed Check Valve on the same engine earlier and performed a Functional Check with engine runs. Mechanic notes that fatigue was a factor in his incorrectly reinstalling the Bleed Check valve.
Date: 201404
Local time of day: 1201-1800
Location: ZSHA.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZSHA
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Weather
Primary problem: Ambiguous

Narrative: Released flight with ETOPS alternates of RJCC/MDY/CDB. MDY (Midway Island) has NOTAM for ASOS not reporting visibility or altimeter setting; but had contacted MDY Operations previously and had e-mail confirmation that they would provide observations during daylight hours. After the flight departed and airborne; looked at e-mail again and realized that they had also included in their e-mail that their observations would not include an altimeter setting. Per the Jeppesen Charts; all approaches into MDY require a local altimeter setting or they are not authorized. Flight not yet in ETOPS area of operations; and RJCC/CDB by themselves covered the ETOPS area of operations. Since RJCC/CDB covered the ETOPS area of operations; and flight had not yet entered ETOPS; contacted crew via ACARS and advised them to amend their release and removed MDY as an ETOPS alternate. Sent the crew a new ETOPS critical fuel summary based on just RJCC/CDB. Crew accepted amendment and pressed on.




Synopsis: A a Dispatcher released an oceanic flight with MDY as an ETOPS alternate but it was not legal because of inadequate weather information. So while airborne; he altered the flight's ETOPS alternates.