elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Oxygen System/Pax
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
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: 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 Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On departure from Runway XXL in ZZZZ initial climb through approximately 2;000-2;500 ft. The Captain inadvertently deployed the passenger oxygen masks. We [requested priority handling and] requested 8;000 ft. as level off altitude. Requested vectors and set up for and reviewed the approach for ILS Runway XXL. Used a 12-15 mile extended downwind to conduct Overweight Landing procedures in the QRH; while coordinating with ATC and advising Dispatch via ACARS. Aircraft X executed a long straight in approach back to ZZZZ. Landing weight on approach was approximately 83;000 lbs.; decent rate on touchdown was well controlled and was approximately 120 ft. per minute. Flight conditions were Visual Flight Rules during twilight hours. Aircraft cockpit lighting was dimmed for low light operations. Aircraft taxied back to gate without emergency assistance.


Second narrative: On departing Runway XXL in ZZZZ; climbing through a layer of clouds at about 2;000 ft. My First Officer was contacting departure; I reached over to turn the Anti-Ice on and inadvertently deployed the passenger oxygen masks. We continued a climb to 8;000 feet and [requested priority handling]. While being vectored back to the ILS Runway XXL; we completed the Overweight Landing procedure in the QRH. We contacted Dispatch regarding the emergency and return to ZZZZ. After setting up and reviewing for the approach; we made an overweight landing. Our weight was approximately 83;000 lbs. with a touch down rate of about 120 ft. per minute. The cockpit lighting was dim due to the early departure.


Synopsis: EMB-1705 Captain inadvertently deployed the passenger oxygen masks while inflight.
Date: 201705
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZJX; Special Use WARNING AREA
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Workload; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Weather

Narrative: Large storm system moving from the Gulf to the Atlantic with numerous turbulence reports through most altitudes. Severe turbulence reports from some sectors. The Warning Area (Sealord) active to FL500 with some portions active to FL240. Basically our aircraft had nowhere else to go except in the active military airspace. Point outs were made to the best of my ability but these civilian aircraft ended up in the Warning Area without Sealord being able to guarantee separation. I had to advise one aircraft to deviate east as necessary to stay safe and that I understood he was exercising his emergency authority. At this point I've given up on recommending. I just know what happened today shouldn't happen again.




Synopsis: ZJX Center Controller reported that aircraft had to deviate due to thunderstorms into an active military training warning area without guaranteed separation.
Date: 201511
Local time of day: 1201-1800
Location: RNO.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: While on a night visual approach into Reno; we experienced a GPWS pull up command. We intercepted the final course of the ILS DME 16R approach between TAKLE and DICEY intersections. Our flight director altitude window was set for 6400; the glide slope crossing for DICEY intersection. At about 7000 MSL we got a GPWS 'caution terrain' aural alert. With visible city lights on both sides of the aircraft and the runway lights ahead in sight; I initially thought this was a false warning. We then heard the command 'terrain; pull up' command and our training kicked in. The copilot added power and started a climb. I then noticed we were about 2 dots below the ILS glide slope. Once we intercepted the glide slope; we continued with a normal approach and landing the lone 6219' hill under the approach; and mostly obscured on the approach plate; had missed my attention. Even on a visual approach; in a high terrain environment at night; it is better to fly longer but safer instrument procedures.




Synopsis: On the RNO ILS 16R at night; the Captain reported receiving a GPWS 'CAUTION TERRAIN' alert followed by a 'TERRAIN; PULL UP' command. The First Officer responded to the second warning as the Captain noticed that they were descending two dots below the glide slope.
Date: 201707
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
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: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About 45 minutes into the flight our flight attendants reported they smelled an odor possibly like burning electrical wires; but they also said some passengers reported a burnt rubber smell and one reported an odor like a burning clutch. We were cruising at around FL350. The odor seemed to be originating in the aft; right cabin area but the exact location could not be determined; and the odor was evident in varying degrees throughout the cabin. However; the odor dissipated rapidly; before any checklists were run. An ACARS report was sent to Maintenance Control. I asked the flight attendants to remain vigilant and report if anyone smelled this again. In the latter portion of the descent; I believe around FL250 or lower; they again reported similar odors; including a sulfur smell; and this time the odors were not dissipating. I ran the Smoke; Fire or Fumes checklist and [advised ATC]. Flight attendants were briefed. We were given traffic priority for landing in ZZZ; which was the nearest airport. As the checklist was run and switches were being turned off; the flight attendants reported the odor was diminishing but not very quickly. The odors were not reported as harmful so did not attempt to run a Smoke or Fumes Removal checklist. Because the time to landing was so short I was only able to accomplish the first 20 steps of the Smoke; Fire or Fumes checklist. The visual approach and landing to Runway XX was uneventful. After having the fire department inspect the outside of the aircraft just off the runway; where they saw no unusual indications; we continued taxi to the gate. A post flight exterior inspection by the FO confirmed nothing unusual. A conference call with the Dispatcher and Operations Manager was made after arrival at the gate.In retrospect; the FO and I considered the fact that ATC had issued a climb reversal after climbing through FL350 towards FL370. We had gotten to about FL353 then went back down. About five to ten minutes later we had gotten the first notice of an odor. The second notice was also associated with a descent; our final descent; which lasted much longer and had more significant lasting odors. Thoughts are this could be engine related; possibly something in the pneumatic system; that only presented itself when the engines were retarded towards idle.




Synopsis: B737 Captain reported a burning odor in the cabin that was more prevalent when the throttles were near idle.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
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: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approximately 10 minutes prior to departure the ramp agent gave me a notification to Captain of dangerous goods packet. Per the FOM (Flight Operations Manual); I complied with section XX.X page 2 and identified the station of departure the flight number; and tail number. Once we were airborne; I looked further at the notification packet and discovered that the compressed oxygen was in class 2.2 with a sub hazard of 5.1. It was placed in the same pit as the item labeled: life- saving appliances; self-inflating; which falls into class or division nine. When I looked at page 5 of our dangerous loading reference table there is a specific table that says anything in division 2.2 sub divided to 5.1 should not be loaded with a class nine dangerous goods. We did not discover this until we were airborne; however I believe that these two dangerous goods should not have been loaded together. To further confuse the issue also on page 5; there is a box on the left side of the page that says all dangerous goods on Airbus aircraft must be loaded in the forward compartment. The ramp agent or lead is the one responsible for knowing which dangerous goods should not be loaded together; and I believe that these two items should not have been loaded together. Our FOM policy once again removes the Captain from a critical safety checkpoint. In this case; I think it's unlikely that these two items would've reacted; however; I can see where something more critical could have happened; and the Captain would have had no knowledge of the dangerous goods in the cargo compartment. Despite not being required to check the categories of dangerous cargo; and whether they can be loaded in the same area; from here on I will always take the time to ensure that the dangerous goods can be loaded together. Further; I believe the SOM [FOM] should be changed to require the Captains check to ensure that dangerous goods can travel together.




Synopsis: A-320 Captain reported two Hazmat procedural violations [Segregation and Load location errors] by ground personnel loading Hazmat cargo. More importantly the Captain stated the FOM Dangerous Goods Procedure does not include the flight crew approval at the loading sequence prior to pushback. Captain recommends FOM revision to include flight crew approval.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Work Refused
Contributing factors: Company Policy; Procedure
Primary problem: Company Policy

Narrative: Management email sent to Maintenance Controllers instructing us to NOT follow Company GMM [General Maintenance Manual] procedures; but to follow their email instructions instead.I am not allowed to ask a pilot to do anything that is not in their AFM; no matter what source; be it the MM; FCOM; or systems manufacturer's manuals. How can you tell me I have to follow an email instead of the Company GMM.Stop leading and directing by email. Either publish the directions/processes correctly; or stop the use of that process until it is corrected and published in the proper source document.




Synopsis: Air taxi Maintenance Controller reported Company communication directed employees to ignore company policy/procedures and follow e-mail instructions instead.
Date: 201209
Local time of day: 1201-1800
Location: AZO.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground AZO
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: I was at AZO with a student and was parked at an FBO on the west side of Charlie Taxiway. We were cleared to taxi to Runway 9 via Charlie. We taxied over and crossed the hold short line for Runway 5 thinking there was another hold short line for 9; but there wasn't. I stopped the plane realizing that we were past the line. At the same time the Ground Controller advised that we missed the hold short line and told us to turn onto Runway 5 and stop there to do our run-up and advise them when we were complete (Runway 5 was not in use). We did so and took off on Runway 9. I knew the intersection of the two runways was a hot spot; but now I know why. There is such a gap from the hold short line for 5 (and 9) that you think there is another one for Runway 9 itself; but there isn't. The hold short line also isn't right next to the runway itself as there is a taxiway leading to Runway 9. Now that I have had this experience at this airport I will know what to do next time. This was a great lesson for the student and me alike as it really made us more aware of why hot spots exist and the importance of asking when in doubt.




Synopsis: An Instructor and Student crossed the AZO Runway 9 hold short line on Taxiway Charlie because the line was so far from the runway it was not recognized as the hold short line.
Date: 201601
Local time of day: 1801-2400
Location: BZN.Airport, MT
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: Descent
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: We were descending into Bozeman at night time. We were in IMC and cleared from LVM to KIDCO to begin the ILS 12 approach. We were cleared to 11000 after crossing LVM. Shortly before leveling at 11000 feet the radar altimeter began counting down from 2500 feet and the aural 2500 sounded. At about 11100 feet; 'terrain; terrain; pull up' sounded. The captain immediately executed the terrain avoidance maneuver.  After climbing to about 15000; we informed ATC and they cleared us to 10100 and cleared us for the approach. ATC did not seem to be concerned about our situation. There was no terrain displayed on the ND at any point during the descent and subsequent terrain warning. We executed the ILS 12 and landed with no further issues. There happened to be a deadheading pilot on the flight and he told us later that that was the third such situation he has heard of in the past year flying into BZN.


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


Synopsis: During approach to BZN; aircrew experienced a GPWS terrain warning and executed the escape maneuver.
Date: 202005
Local time of day: 1201-1800
Location: OKC.TRACON, OK
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C OKC
ATC / advisory: TRACON OKC
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Encountered possible severe turbulence on descent into OKC; momentary loss of altitude -700 ft. and +1000 FPM airspeed +/- 15 kts. with pressure against the seatbelt. It was borderline if it was severe but written up out of an abundance of caution.




Synopsis: E175 Captain reported airspeed and altitude excursions after encountering severe turbulence on descent into OKC.
Date: 201909
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Staffing; Procedure; Human Factors; Aircraft
Primary problem: Procedure

Narrative: About 30 minutes before scheduled departure; we still had not received the fuel paperwork despite having been fueled at the time we arrived at the aircraft.I stepped outside to talk to the mechanic about getting it. He claimed he had no idea where it was since he wasn't present during fueling. I told him we needed it before we could leave. He called the fueler to get the receipts.Loading ran about 15 minutes late. However; it took an additional 20 minutes for the mechanic to figure out how to properly process the fuel paperwork. He struggled and required the presence of a more senior mechanic to help him through it. I found out that he was a brand new mechanic who was released to work on his own very recently. I find it surprising that mechanics would be released to work unsupervised without knowing how to do the everyday tasks. Thankfully we didn't have any maintenance issues but if we had I'm not sure I would have been confident in his ability to handle the situation.It's worth noting his maintenance briefing was 'All good? Ok!'Need to better train our mechanics before 'releasing them to the line' to operate unsupervised.




Synopsis: Air carrier Captain reported that an inadequately trained mechanic could not prepare the required fuel forms; resulting in a flight delay.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Observer
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout the aircraft behind us noticed we were venting out a lot of fuel from the left wing. The passengers on the left side noticed as well. I then contacted the Flight Attendant she confirmed that a large stream of fuel was leaking. I noticed about a 280 LB difference between the fuel tanks. At this point the First Officer and I decided to air return back to the airport.


Second narrative: We were given vectors for a visual approach. We landed without incident. Maintenance was notified. Upon inspection; there appeared to be no external damage. Maintenance decided an interior inspection of the fuel tank would be needed.


Synopsis: EMB-145 flight crew is informed by ATC shortly after takeoff that fuel is venting from the left wing tip. The crew elects to return to the departure airport and does so uneventfully.