elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Location: ZZZ.ARTCC, US
Light: Daylight
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 Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: When the Captain left the flight deck to take a bathroom break he failed to allow a Flight Attendant into the flight deck.  The Captain proceeded to the lavatory and once he realized he didn't allow a Flight Attendant to enter the flight deck; realized his mistake and called up to the First Officer.  The First Officer answered the call and allowed the Captain back into the flight deck.  The flight continued uneventfully. Anytime leaving the flight deck allow a Flight Attendant to access the flight deck.  Once the Captain shut the door to the flight deck a Flight Attendant should have said something right away to the Captain; reminding him that a Flight Attendant must occupy the flight deck and there should be two Crew Members in the flight deck at all times.


Second narrative: My First Officer called back to the cabin informing the Flight Attendants that we needed a bathroom break. The B Flight Attendant came up while my First Officer used the bathroom. He returned eventually to the flight deck. I then proceeded out to use the bathroom; closing the cockpit door behind me without realizing no Flight Attendant had gone up into the cockpit. After coming out of the bathroom; my mistake was brought to my attention. I returned to the cockpit and apologized to the Flight Attendants and my First Officer. The flight continued on and landed uneventfully.I have been off from work for almost five weeks. I honestly think the time away from routine procedures (such as this) had an effect. I certainly won't make the same mistake in the future.


Synopsis: Air carrier flight crew reported the Captain mistakenly shut the cockpit door before a Flight Attendant went into the cockpit during a bathroom break.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: Caravan 208A
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: De-Icing Fluid
Component problem: Design
Reporter organization: Air Taxi
Reporter function: Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Physiological - Other; Fatigue
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Maintenance
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors; Company Policy
Primary problem: Aircraft

Narrative: I was tasked to fly on a Caravan to recover a broken aircraft at an outstation. During the flight the Captain was using the TKS System to deice the aircraft leading edges and windshield. I kind of knew I was being exposed to the fumes and vapors; because I could taste a sweetness in my mouth. After arriving at the outstation my first breath outside of the aircraft I knew something wasn't right by the taste and smell. Also my throat began to burn and after a few hours I felt nauseous. I flew home on the repaired aircraft and had a drunken feeling causing me to not be fully alert as normal of my surroundings. I made it home after the flight and felt like I had a film on me; so I took a shower and felt fatigue all of sudden. Went to bed and awoke with a sore-throat; sinuses burning; and a headache. I have felt fatigued all day and still kind of not fully alert as usual. I feel all this is in relation to the exposure of the TKS vapors from the 1.7 hour flight to the outstation.More tests should be done on this system in flight in different conditions. This is an accident waiting to happen. Exposure to flight crew should be looked at to avoid health issues in the future.

Callback: Blood tests were not taken because he was not able to get to the Doctor until the following day and it was thought that results would not be accurate.



Synopsis: A Mechanic tasked with a 1.5 hour C208 deadhead flight felt ill; developed an intoxicated feeling; a sore throat; burning sinus and headache following prolonged TKS fluid exposure during the flight.
Date: 202010
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were on Departure out of ZZZ on the ZZZ 4 from Runway XXR W intersection.  The flying FO executed TO and initial left turn and then the subsequent right turn to 220 and started the level off at 2;500.  ATC then issued climb to 6;000.  Followed shortly by an additional right turn.  The Captain changed the heading bug at about the time he would normally have called for 5 for 6 for level off.  We were at high rate of climb and the flying FO started the level off late and ballooned through 6;000 feet to approx 6;400-6;500 feet and quickly corrected back to 6000.


Second narrative: I was the pilot flying on Aircraft X; ZZZ-ZZZZ. We were cleared on the ZZZ4 Departure; maintain 2;500 feet. I was hand flying the departure.  We were cleared to a new heading of 050 and altitude of 6;000 feet. I turned to the new heading as I continued to climb to our cleared altitude of 6;000 feet. While in the turn; I realized I had passed 6;000 feet and the altitude box turned yellow.  I immediately stopped climbing and descended back to 6;000 feet. The highest altitude was 6;380 feet. ATC commented to us to maintain 6;000 feet. There were no other issues regarding the altitude deviation.Other issues:At about 30 minutes from departure; we had an issue regarding deadheading flight attendants that were exposed to a COVID-19 positive flight attendant on their crew. We had an extensive discussion with the company representatives from Flight Operations; Dispatch; Medlink; and Inflight Services. This situation was very distracting to the pre-flight planning and the subsequent departure.I believe it was an influence in my altitude deviation.I deviated from the altitude clearance of 6;000 feet. I allowed the aircraft to reach an altitude of 6;380 feet.


Synopsis: Air carrier flight crew reported an altitude deviation during departure.
Date: 201712
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Compressor Stator/Vane
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Manuals; Human Factors
Primary problem: Procedure

Narrative: Aircraft departed; in flight had an ECAM message for the left engine; (variable indications; fluctuations EPR-EGT/N1/N2). Aircraft diverted; just before landing the pilot shut down #1 engine voluntarily on approach.The left engine Variable Stator Vane (VSV) actuator failed in flight.The left engine required a windmill inspection; due to the fact that the engine was shut down just before landing. We did not know this needed to be done. More questions and research should have been done to pin point the direction needed for maintenance to finish this task. Several days later I was made aware that a windmill inspection was required to be completed.I came in [many] hours after the aircraft landed. I installed the VSV actuator. I did not troubleshoot the problem initially when it arrived.




Synopsis: Maintenance Technician reported unknowingly failing to accomplish a required engine windmill inspection.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: No Aircraft
Aircraft component: Compressor Blade
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Chart Or Publication; Company Policy; Human Factors; Manuals; Procedure
Primary problem: Company Policy

Narrative: A Non-Routine [write-up] was made for a 7th Stage blade that was damaged; bent on the knife edge. The Engineer was shown the defect and told us they would make a determination on the status of the blade the next day. Per the Engine Inspection paperwork [reference PW Manual] 72-53-42; the blade could only be repaired by the Outside Vendor (OSV) PER 72-53-42. When Swingshift came in; they discussed the situation and an Inspector did a blend repair per the General Notes (GN) 1-0-1-85. Nothing in the Engine Inspection paperwork gives us authority to repair the 7th Stage blade. The blade was blended and if you look at the blade; it still is bent slightly. I thought we are supposed to follow procedure on the Engine Inspection paperwork.




Synopsis: An Air Carrier Engine Shop Mechanic questions an in-house blend repair on a PW-2000 Engine 7th Stage Compressor blade that was found damaged; bent on the knife edge of the blade. Per their Air Carrier Engine Inspection paperwork; the blade could only be repaired by an Outside Vendor (OSV).
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Premier 1
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Parked
Aircraft component: Turbine Assemb Blade
Component problem: Failed
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Company service center notified of hydraulic seal failure on Aircraft X.Company mobile service unit began addressing/performing maintenance; determining a filter seal located on the hydraulic power unit had failed.Company mobile service provider/mechanic; after assembling the aircraft hydraulic unit prior to test running on Date company Mechanic notices he had left to aircraft generator in on position overnight causing aircraft main battery to result in insufficient voltage to power aircraft. GPU was then used for unknown attempts for starting right engine. Starting sequence for Aircraft X is 2 attempts then 2 hour for cooling prior a third attempt.On Date; mechanic reports right engine N2 only spoiling up to 24% N2 after inducing fuel.Company ask company Mechanic to perform a boroscope to the right engine.The boroscope that company performed indicated that the #2 turbine was missing fins to the internal component.On Date; company 2 determined that the engine was to be removed and sent to manufacturer for repair.




Synopsis: Technician discovered a missing turbine blade when boroscoping an engine for slow to spool up on start.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: EMB ERJ 140 ER/LR
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While cruising at FL330; I noticed the oil level was at 7 quarts. I then noticed that the No. 1 engine temp was near the red. Then the ITT went into the yellow caution; so I pulled the thrust level back about halfway. The ITT went back into the green but then went into the yellow again. I retarded the thrust level back to FI and the ITT went into the red. The engine seized and a fog of smoke entered the cockpit/cabin. We declared an emergency and diverted. First Officer and Flight Attendant assisted with the emergency.


Second narrative: [Narrative 2 had no additional information]


Synopsis: EMB-140 flight crew reported Number 1 engine seized in cruise flight at FL330.
Date: 202108
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: EWR ATIS from yesterday makes reference (and has for a while now) to a crane sticking up in relation to the Holland Tunnel. Now; I've been through the tunnel on limo trips to and from EWR to our downtown hotel; but that's been fairly rare. But; after I land I relax in the ride rather than keeping a close eye on the navigation. The point being; EWR is referencing something that I have no real idea where it is. And I'm an American...what about all the foreigners who fly into EWR...does EWR really think every pilot knows where that tunnel is?




Synopsis: Air Carrier Captain reported the 'Holland Tunnel' is used as a reference point in the ATIS broadcast at EWR and questions its usefulness if one is not familiar with the area and its location.
Date: 201210
Local time of day: 0001-0600
Location: LAX.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight deck pre-flight I was checking my oxygen mask and noticed that the mask would not deliver oxygen or that the oxygen mask harness would not inflate. I then looked inside the oxygen mask container and noticed that the oxygen hose was disconnected from the airplane. I wrote it up in the logbook and had Maintenance called out to make sure if there was any damage to the oxygen mask system that would cause this situation to occur. All they found was that the oxygen mask hose was disconnected somehow. They connected the oxygen mask hose to the airplane and cleared the write-up.




Synopsis: B737-300 Captain found oxygen mask was not connected on preflight.
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Lever/Selector
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure; Company Policy
Primary problem: Procedure

Narrative: On takeoff the gear would not raise. We cycled gear handle several times checked Circuit Breakers (CB) remained in local area as we coordinated with Maintenance; Dispatch; and ATC. Maintenance suggested we check the Manual Gear Access Door (Access Door); before we got to that point in the checklist. I pressed down on the door and it worked. Gear was retracted; we coordinated re-release back to our filed destination; cleared back on our flight plan and completed the leg. How this happened. After all checklists up to push were completed we were delayed to wait for connecting passengers. The Captain made a remark about how dirty the cockpit was. That remained me of a situation I had on a previous flight. I was doing review ahead of recurrent training and upon looking at normal procedures from Safety Check through Shutdown Check. I thought I would open the access door for Manual Gear. I couldn't! It was sealed shut by all the gunk; dirt; and dried liquids. I wrote it up upon landing. In retrospect that should have been a reportable event. So on this day as I was relating the story I pulled the door up. It was difficult and required a second tug; sure enough gunk was present. I stowed the door and eventually off we went. Apparently the door was not sufficiently seated and our result happened. My technique on preflight is to stand on the door as I initialize the FMC and ACARS; so it was down at preflight. Evidently whatever gunk precluded easy opening prevented me from seating the door from my seated position. It would be prudent to insure the cockpit cleaning checklist addresses this issue.




Synopsis: A B737 landing gear would not retract after takeoff until Manual Gear Access Door was fully closed. The Access Door was opened by the First Officer during preflight; but not completely closed.
Date: 201205
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: IMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: Tower LAX
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Workload; Training / Qualification; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Aircraft

Narrative: On approach to Runway 25L LAX; we were slightly just above the glideslope and not yet captured. At approximately 1;800 FT to 1;900 FT the glideslope signal was lost in IMC conditions. The Captain; pilot not flying; called go-around. Per SOP; at this time the MCP altitude was set at 2;600 FT or so; ('maintain 2;600 FT till established.......'). Per SOP; TOGA was activated. By the time go around communication was established with the Tower; due to TOGA climb parameters; the aircraft was above the 2;000 FT missed approach altitude. New altitude was requested and assigned. It is a shame we had to execute a missed approach so close to the missed approach altitude. There was only a 100 FT to 200 FT window. As described above; due to SOP; without glideslope capture; ALT window would not be at missed approach altitude. There was not enough altitude/time to accomplish the go around procedures per SOP/communicate with ATC within 200 FT or so.




Synopsis: An Air Carrier Captain reported executing a missed approach on the LAX 25L ILS at 1;800 FT after the glideslope failed and because the glideslope was not captured did not have the missed approach altitude set in the MCP ALT window.