elihoole/asrs-aviation-reports huggingface dataset:
Date: 201211
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
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 ZOB
ATC / advisory: Center ZOB
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Distraction; Fatigue; Human-Machine Interface; Situational Awareness; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; Chart Or Publication; Aircraft
Primary problem: Ambiguous

Narrative: We were level at 37;000 FT and given a descent to cross BRNDN at FL270. This was set into the altitude window and put into the FMC and VNAV PATH was annunciated. Just prior to the top of descent; ATC asked us if we would like a 'descend via' clearance or altitude restrictions for the GIBBZ RNAV STAR into IAD. The Captain (pilot flying) answered 'descend via'. ATC then issued the clearance 'after BRNDN you are cleared to descend via the GIBBZ arrival; except delete speed restrictions'. The Captain started to change the descent speeds in the FMS; but soon realized it would involve quite a lot of typing with high workload. So we left the speeds as they were. During this time; we started our descent to BRNDN; but then realized that the FMC had reverted to VNAV SPEED and that we were now going to be quite high. The Captain deployed the speed brakes to catch the path - which he eventually did at around FL300. At that point; with 3;000 FT to go for our restriction; the Captain stowed the speed brake; however; the aircraft was descending at such a great rate that the aircraft started to pitch up so as to go above the path again. We realized that we weren't going to make the restriction of FL270 and I advised ATC. The Controller said; 'No problem; - just cross BRNDN at 29;000 FT - which we did. I am sure that a factor in not catching the deviation sooner was pilot fatigue as it was past midnight for us and we had been on duty for almost 9 hours.




Synopsis: The flight crew of an FMS equipped Boeing jet enroute to IAD -- cleared direct to cross BRNDN at FL270 -- was further cleared to 'descend via the GIBBZ RNAV STAR; except delete speed restrictions.' When the crew got involved in deleting the waypoint speed restrictions they failed to note the jet had not initiated the descent for the BRNDN crossing and were; ultimately; unable to comply. ATC re-cleared them to cross at FL290.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Situational Awareness; Confusion; Time Pressure
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After a fairly lengthy delay; we started our pushback. We were trying to get things moving. I believe in my haste; I had released the parking brake; but I didn't verify the red light extinguished. In short; in my haste I lost my SA. The pushback guy mentioned he thought a chock was still under the wheels. After verifying there wasn't a chock; he continued pushing the aircraft. Shortly; there was a bang; the tow bar pin had sheared; and the nose wheel was cocked to the left past the turning point markers. Maintenance was notified. Logbook entry made. Maintenance had to do an inspection. Regardless of any situation; distractions; etc.; I need to slow down and double check myself when things aren't exactly in a normal comfortable flow.


Second narrative: Before Start Checklist was performed correctly; but Captain thought the brakes were released and initiated the pushback. Tow bar sheared.Got caught in the typical trap of rushing. When things aren't running smoothly; it is time to slow down.


Synopsis: A B737 Captain failed to release the parking brake before he initiated gate pushback resulting in sheared tow bar bolts and the nose wheel turning to an unusual angle.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, MI
Weather elements / visibility: 10
Light: Daylight
Aircraft: Falcon 20FJF/20C/20D/20E/20F
Operator: Air Carrier
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: After a normal landing and deceleration on Runway XXR at ZZZ I applied normal braking and below 80 kts applied nosewheel steering both of which operated normally. Tower advise us to make a left turn on Taxiway XX; back taxi Runway XXL and take Taxiway XY to the ramp. (Note: All Taxiways and Runways were dry and free of contamination at the time) Turning onto Taxiway XY required an approximate 120 turn to the left to join. At this point the nose wheel steering was operating normally. After the turn the aircraft started drifting to the left; I tried correcting this with opposite nose wheel steering with no effect. I immediately tried to apply maximum braking to stop all aircraft movement with no braking action resulting; by the time I was going to apply Number 2 braking we were in the grass and stopped. We shut down the engines and we called the Tower to advise them of our situation on Taxiway XX. The Tower acknowledged our call and advised us someone from [company] would be coming to assist us. I exited the aircraft to check for any damage to the aircraft and any airport infrastructure; lights; signage; etc. and there was none. I called the Chief Pilot to inform him of the incident. The [company] representative arranged for a Tug and tow bar to assist us. The temperatures had been in the twenties so the ground was firm and the plane was returned without incident [company] coordinated the tow with the Tower for towing clearances and the plane was towed to the ramp without any incident. Maintenance was called by the Company and secured the aircraft.




Synopsis: Falcon 20 Captain reported a problem with their nose wheel steering and ended up going off the taxiway into the grass.
Date: 201605
Local time of day: 1801-2400
Location: S46.TRACON, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger Jet Undifferentiated or Other Model
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E S46
ATC / advisory: TRACON S46
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: Working satellite sector; MVFR; light traffic. Aircraft X on vectors for the ILS Runway 13R Approach to BFI. As I cleared Aircraft X for the approach I issued VFR traffic on a target east of the localizer heading westbound at 1700 feet. As Aircraft X approached the localizer the VFR target climbed up to 1800 feet. Unsure whether the VFR target would continue to climb; as they often do below the Class B; I canceled the approach clearance for Aircraft X and issued a heading of 180 degrees for traffic. I subsequently advised Aircraft X of the position of the airport and they reported the field in sight and were cleared for the Visual Approach. Aircraft X landed without further incident.This is another report of a continued problem within our airspace.Something needs to change. The VFR aircraft are transiting a very narrow; busy corridor of airspace and are doing so without any communication with ATC. It is simply unsafe. The VFR aircraft in this area at the very least need to be in communication with ATC so that we can assign; as necessary; altitude restrictions ensuring the safety of all the aircraft involved. The solutions are not hard and while they are potentially more restrictive to VFR aircraft the bottom line is that what happens day in and day out in that airspace as it exists and operates now will eventually result in a very bad accident.




Synopsis: An ATC Controller reported a VFR aircraft not receiving services crossed the ILS Runway 13R final approach course for an airport while a jet aircraft was conducting an ILS approach. ATC vectored the aircraft off the approach clearance to separate the traffic. Reporter states this is a recurring issue in this airspace.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after pushing back from the a strange odor; like rotten eggs or sulfur; filled the back galley. The B and I; as well as the jumpseater all mentioned it. It grew stronger; so we investigated where we thought it was coming from and called the Captain. While I was speaking with the pilots; the smell dissipated and grew weaker. They asked if it returned we [should] call them.A couple minutes later as we continued to taxi; the smell returned. We had [name]; a non revenue Flight Attendant in seat X and we asked if she noticed any odors. She noticed the odor and it seemed to stop around row R or so. We called back the pilots and returned to the gate.




Synopsis: B737 Flight Attendant reported a cabin fume event to the Captain during taxi which resulted in an uneventful ground gate return.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Reporter organization: Air Carrier
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Workload; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Oxygen masks were pulled for installation on aircraft for completion of an Engineering Order (E.O.) by another member of the maintenance team. These sat on a bench until the second to the last day of the maintenance check. Due to the maintenance deferrals scheduled to be worked during the check; I had to complete much of the inspection and maintenance while my partner troubleshot the deferrals in-order to keep to schedule. (The last day we reserve for paperwork; parts ordering and taking inventory; except if it is needed to perform work on the plane.) This caused me to develop stress due to the additional workload put upon myself and also due to fatigue from having trouble sleeping.This situation caused me to trust my fellow teammate's selection of oxygen masks on the bench without verifying the Part Number (PN). Later; I discovered that the reason the wrong masks had been pulled for installation is that the masks for the A300 were intermixed with those for B767.The discrepancy was caught when the parts tag was processed and the masks were replaced.  The masks for each aircraft are being kept separately from each other and each member of the team is now responsible for pulling his own parts.




Synopsis: During a Maintenance Check on an A300 aircraft; the incorrect part number O2 masks were installed in the Cockpit. This occurred because O2 masks from a B767 were at the same location and the part numbers were not verified as to which masks were correct for this aircraft.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
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: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My crew was scheduled to deadhead on Aircraft X from ZZZ - ZZZ1; I was Flight Attendant #1 on my trip. When the working crew arrived at the departure gate; we asked if we could board after they completed their preflight checks. We stood on the jetway until given the OK to board. When I arrived at my assigned seat; I noticed a strange odor that seemed to permeate throughout the cabin. At first I didn't say anything thinking I was the only one who noticed the odor. The odor made me feel sick to my stomach and feel like I was going to vomit. I walked up to the # 1 Flight Attendant of the working crew and asked her if she had noticed the smell. She began to walk towards the rear of the aircraft and at the same time the # 2 said over the PA that there was a strong odor in the back of the aircraft. The other Flight Attendants were describing what they were smelling and how they were feeling. The Captain was notified and he walked through the cabin and agreed that he could smell the odor also. He quickly went back to the cockpit. A cleaner was emptying the trash and he also mentioned how strong the odor was. We were told to deplane and we all removed our luggage and stood in the jetway awaiting direction from the Captain who was on the telephone with Company Dispatch and/or Ops. We eventually moved from the jetway into the terminal after we became tired of standing up. I called Flight Attendant operations to inform them about the cabin odor. After an extended wait; both Flight Attendant crews (working and DH) went to the hotel and the pilots were deadheaded back to ZZZ1. My crew deadheaded back to ZZZ1 this morning. Reporter suggested better communication flow.




Synopsis: A319 Flight Attendant reported a fumes event prior to boarding resulting in flight attendants feeling ill. The flight was cancelled.
Date: 202102
Local time of day: 1201-1800
Location: CMH.Airport, OH
Flight conditions: VMC
Weather elements / visibility: Icing; Snow; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class E ZOB
ATC / advisory: TRACON CMH
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Weather / Turbulence; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Chart Or Publication; Weather
Primary problem: Weather

Narrative: This was my third solo XC (Cross Country). Flight planning was approved by the instructor. Weather and NOTAMs were reviewed by both myself and instructor and flight was deemed safe to proceed. There were no NOTAMs or field condition reports for the destination airport. One pattern was flown at departure airport with an instructor to update currency prior to departure of solo flight. Takeoff; climb; en route; and descent were uneventful. During a visual approach to Runway 02 at the uncontrolled airport; I noticed patchy snow on the runway. I noticed other aircraft had landed recently. I was expecting a normal landing to a touch and go. ASOS indicated the winds were from the northwest at 8 kts. I touched down on centerline at 67 kts. Before I set the nose down; the aircraft started veering to the left. I made the attempt to correct and the airplane continued to slide to the left. I believe due to the unresponsiveness of my control inputs; I was on ice. I made the decision to full stop and applied brakes. The aircraft continued to slide on the icy portion of the runway with no response to my braking or control inputs. The aircraft struck a snow bank on the left side of the runway. The aircraft tipped forward and to the right; resulting in damage to the propeller and the right wingtip. I'm not sure if this is a reportable incident/accident at this time. The following day; a NOTAM was issued for 30 PCT patchy snow and ice.	I believe I landed on a patch of ice. There were no NOTAMs published at the time of my departure. Had a NOTAM been published for wintery conditions; I would not have attempted a solo XC to this airport. I have not yet been trained to land in wintery conditions. Based on previous landing markings on the snow in the runway; I assumed it was safe to land. My relative inexperience resulted in not recognizing the ice under the snow. I should've gone around. In the future; I will take a harder look at my experience level and the conditions present in order to make a better decision. I have learned a valuable lesson to always err on the side of caution.




Synopsis: Student Pilot reported on landing losing control due to ice; which resulted in loss of control; a runway excursion; and damage to the aircraft.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Flap/Slat Control System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airport; Procedure; Human Factors; Company Policy; Chart Or Publication
Primary problem: Human Factors

Narrative: In the process of starting #2; the first engine; the First Officer (FO) commented that one of our airplanes was holding out to taxi into our alleyway.  I almost said; 'Don't let that change our pacing or flows;' but didn't so I wouldn't interrupt [the] start and flow process.  Ground Controller issued over a minute's worth of taxi instructions without interruption; which interrupted the FO's After Start flows.  [FO] became focused on getting in a request for taxi....  We taxied straight out to the runway and ended up about number 3 in line for takeoff.  Just before setting brakes; I did the throttle burst and started my pretakeoff flow; and the Takeoff Warning Horn came on.  I immediately glanced at the flaps and saw the flaps were still up.  I told the FO we needed to get the flaps to 5; takeoff flaps. [The FO] looked at the TCAS and saw Standby and said; 'We forgot to run the Before Taxi Checklist.'  We stopped; set the flaps to 5; ran the Before Taxi and Pre-Takeoff Checklists; and took off without further incident.This is the first time this has ever happened to me.  I allowed myself to become preoccupied as a Pilot Monitoring (PM) and descended into the same frame of reference as the FO due to change of pace and distractions. Thank heavens we added the throttle burst to our pretakeoff flows years ago.  And; I remember thinking it will sure be nice when we get a flap check added to the Before Takeoff Checklist.   I have long said many of our serious checklist omissions are caused by interruptions at precisely the wrong time causing us to forget running an entire checklist.  Today; I bore the prediction true.




Synopsis: A B737-700 flight crew failed to complete the Before Taxi Checklist due to distractions and discovered the flaps were not set for takeoff when the Takeoff Warning Horn sounded.