elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: After engine start and after start check Captain released brakes and began to taxi before [technician] disconnected and cleared the aircraft. It was the first time to ZZZ for both of us and the aircraft was already in position to taxi - there was no push back. Additionally we had a wheels up time that was 8 minutes from the event. Capt. had me call for taxi and as I was reading back the taxi clearance and looking at the airfield diagram we began to move. [Technician] called out 'stop; stop; stop' immediately and Captain stopped and set parking brake. Estimate airplane moved 2-3 feet. [Technician] disconnected and departure was normal after.As a pilot monitoring I could have anticipated possible issues with operating in a new place and new scenario. Simply mentioning 'I guess no push back' may have planted the seed.Being more methodical in a new/strange field/situation. This is especially important as more distractions are added in. Non-[Company] personnel could also be more standardized as far as verbalizing the checks that we get at all the [Company] ramps and hubs.


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


Synopsis: B757 flight crew reported beginning to taxi while ground personnel still had a headset connected to the aircraft.
Date: 201910
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Improperly Operated
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Human Factors; Aircraft; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: I was assigned Aircraft X for a service check and some write ups overnight at ZZZ. I was tasked by my fellow coworkers to do exterior tasks on the service check. Once I was finished; one of my coworkers that was in his words was 'teaching me how to work and do stuff right' asked me to change the oxygen bottles and all night was giving me a bit of a hard time. I asked him if that was ok since I'm not [procedure] qualified and he answered yes. He had already printed out the R&I (Remove and Install) for the oxygen. I read the task and said to go upstairs bleed the system on the First Officer side; pull the circuit breaker; and close the bottle. I Followed the AMM on the R&I; I installed the bottle and noticed the bottle was different than any other bottle I've changed out before. As I installed the bottle and started turning the cylinder slowly; I was leak checking it; I continued turning the cylinder to a stop and felt it get tight after a couple rotations and being safe with the cylinder since it was made out of composite and felt fragile. I told my coworker I was done and he stepped inside to look over my work; I felt adequate the bottle was good because someone checked my work. Once I was finished the same coworker (the same guy giving me a hard time) asked me to close up quick and do the parts tag. As I was finishing up the putting the oxygen bottle into the stores vehicle; they had already pulled the stairs to the aircraft and was ready to push back and taxi to the gate. I followed the aircraft into gate XX and wing walked; chocked; plugged in GPU; and did a walk around after the taxi. As I finished that at the gate I proceeded to run up the get bridge as my fellow coworker that was 'teaching me' asked why I was going up stairs and I said 'to put in the circuit breaker and make sure everything was ok. He said I already did that; EVERYTHING IS OK. After my experience was questioned I felt confident when he said everything was ok.




Synopsis: Technician reported that distraction and pressure from a coworker resulted in a procedural error and installation of an incorrect oxygen bottle.
Date: 201901
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center ZOB
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Fatigue; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On our flight release we were filed to fly to RKCTY and then the RKCTY1 arrival to Detroit. I loaded this into the FMS. When we received our clearance from ATC; they cleared us to RKCTY and then the KKISS1 arrival; but I never changed it in the FMS. We took off and navigated to RKCTY and didn't realize I had programmed the wrong arrival until they cleared us to STLEY; which is a fix on the KKISS1. We reprogrammed the FMS and navigated as directed with no further issuesI believe there were several factors: multiple arrivals utilizing the same fix is a threat in itself. In addition to this; we were on leg 5 on day 4 of our 4 day trip. We also had a drunk passenger that we didn't allow on board; and I think that contributed to distraction during the preparation phase of our flight. Not using the same fix on multiple arrivals would help eliminate confusion for arrivals. Also I should have verified all the fixes on the arrival as part of my briefing.




Synopsis: CRJ-200 Captain reported a track deviation occurred on the arrival into DTW; due in part to fatigue and distractions.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: At top of climb I smelled a strange odor. I mentioned it to the FO. He smelled it as well. I called the FA and asked to take a restroom break. While in the back of the airplane I walked to the back galley to see if I could tell a difference in intensity throughout the cabin. I could barely smell anything throughout the cabin. When I went back into the cockpit I immediately could smell the much stronger fumes again. I discussed the situation with the FO and we decided that we were no longer comfortable with this unknown fume in the cockpit. I took the radios and the controls and instructed him to initiate the emergency checklists. We diverted [to a suitable airport]. Once on the ground we both noticed strange sensations for hours to come. I noticed a numbness in my face; dull headache; and a 'buzzed' feeling. I called the nurse-line that the company recommended and explained my condition. We then went to the hotel and I didn't feel normal again until I woke up the next morning. Find the cause of these fume events and take corrective action.




Synopsis: A319 Captain reported diverting due to fumes in the cockpit from the air conditioning system.
Date: 201402
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: VMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C FLL
ATC / advisory: TRACON FLL
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; 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 Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: While on arrival into FLL we were cleared to descend to 3;000 FT and vectored to join the localizer. ATC had called VFR traffic at 1-2 o'clock; [and instructed us to] 'maintain 3;000 FT until you have the airport and traffic in sight.' The instruction was immediately modified to maintain 3;500 FT as the traffic now seemed to be climbing.  As we descended to 3;500 FT; and turning to join the localizer; we visually spotted the aircraft (a high wing Cessna). As soon as we called traffic in sight; we were cleared the approach; [and instructed to] 'maneuver as required turn; climb; then descend to approach.' Simultaneously and immediately we received a Resolution Advisory (RA) commanding an approximately 2;000 fpm climb. I alerted approach that we were responding to an RA. The First Officer (pilot flying) smoothly and deliberately applied power and climbed in accordance with the RA. Once 'clear of conflict' and the target reappeared on our screen; it was directly underneath us at -400. We landed at FLL without further incident after executing a normal approach. IFR Aircraft should not be vectored toward the proximity of VFR aircraft intruding in the approach corridor. VFR Charting of Instrument Approach Corridors with published monitoring frequencies and contact requirements under specific conditions; i.e. ILS 28R In Use; flight in charted area prohibited between altitudes 'X' and 'Y'.




Synopsis: MD83 Captain reports a NMAC with a Cessna at 3;500 feet while turning to join the localized 28R at FLL. Traffic had been called by ATC and a TCAS RA to climb was generated.
Date: 201706
Local time of day: 0601-1200
Location: EIDW.Airport, FO
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Center EISN
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Time Pressure
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Equipment / Tooling; Human Factors
Primary problem: Chart Or Publication

Narrative: While flying OSGAR 1R star into Dublin; Ireland; we received short notice clearance to hold at BABON fix. Due to short notice; arriving from west; and having our EFBs zoomed in to read STAR info; we never saw the BABON holding pattern depicted in separate inset on extreme right side of plate. Since no hold was depicted at fix; we queried controller as to what type of pattern he wanted us to fly at BABON. He said a standard pattern; so we held on inbound course; right turns. After being vectored shortly after entering the holding; we finally saw the inset with holding pattern at BABON. It showed holding on different inbound course from different feeder fix with a left turn. It seemed no loss of separation occurred; as we were actually in the holding airspace for the most part. There is an easy fix: show depicted holding patterns at the fix on the plate. If unable due to [chart] congestion; then a ball note or something similar directing the pilot to look elsewhere would be appropriate. As nice as the EFB is; it presents a whole new set of problems. If we'd been using a paper chart; this might not have happened. Though we have been warned about this issue; the combination of having the EFB slewed/zoomed in a different direction and the short amount of time set us up for this. Also; even though we queried the controller; he was of no help whatsoever. If he had used the terminology hold as depicted; I'm sure we would have found the appropriate pattern; and this whole occurrence could have been avoided.




Synopsis: B757 Captain reported a track deviation on a holding pattern that was not depicted on the fix and not visible during the close-in EFB view.
Date: 201705
Local time of day: 0001-0600
Location: PHX.Airport, AZ
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: 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: Human Factors
Primary problem: Human Factors

Narrative: Inbound crew deplaned airplane.... all 4 flight attendants. As they walked up the jet bridge they said we have 1 through passenger. Which I replied 'on the airplane? NOW?' The other crew replied yes. I asked; is there a flight attendant on board? The other crew said; no and continued to walk up the jet bridge. As our crew tried to board; catering had brought carts from the aft of the airplane. There were 2 large carts in the entry door way. 2 carts in the aisle and carts out of the housing in the galley being moved around and catered. I told catering to move the cart that we needed to board the airplane. They replied; in just a few minutes we are catering from the back of the airplane. I told them a passenger was on board and we needed to get on. It took several minutes for them to move the carts in a way that the number 2 hopped on and stood at the bulk head to monitor the cabin while catering continued to move carts and re-cater the 1st class galley from the back of the airplane. Several more minutes before the rest of the crew could board. Number 2 deplaned and grabbed her luggage and boarded. Passenger was on the plane 3-5 minutes with no crew on the airplane. Notified captain.Inbound crew never should have deplaned until at least 1 outbound crew member was on board. Inbound crew did not follow procedure. Catering should not move carts or attempt to cater until crew exchange has been completed if they are going to cater the front of the airplane from the back. All through passengers should be made to deplane if inbound crew does not follow procedures.




Synopsis: B737 Flight Attendant reported a through passenger was left in the cabin with no flight attendants on board.
Date: 201304
Local time of day: 0601-1200
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Emergency Exit Lighting
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Aircraft; Company Policy
Primary problem: Human Factors

Narrative: During bathroom break (flight crew) I noticed that the Mid-Cabin and Aft-Cabin EXIT location signs were dimly lit. Advised Maintenance Control via ACARS (Early Alert) of the discrepancy and made appropriate logbook writeup. After landing went to the Aft Cabin to inspect light and found five bulbs inoperative in the Aft Cabin EXIT location sign and five bulbs inoperative in the Mid-Cabin EXIT location sign. Additionally; while in the cabin; noticed and wrote up the left and right overwing EXIT marking signs. The left sign had four bulbs inop and the right had three bulbs not illuminated. Maintenance routinely overlooks the EXIT marking and EXIT location sign that are required to be addressed on their 7-day Check. Recommend moving the EXIT marking and Exit location sign checks to a daily check until the fleet is up to our Air Carrier's [post merger] safety standards.




Synopsis: During a flight crew bathroom break; an A319 Captain notices the Mid and Aft-cabin EXIT location signs were dimly lit. Numerous light bulbs were found inoperative in EXIT location signs; including the left and right overwing EXIT marking signs. Concern about Maintenance overlooking the EXIT marking and EXIT location signs was also noted.
Date: 201401
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Fog; Rain; 6
Light: Daylight
Aircraft: B727 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: ILS/VOR
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Human-Machine Interface; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Upon initial approach; approximately 25 NM out; we were assigned to descend to and maintain 2;600 FT MSL. Expect vectors for the ILS approach. Both Captain and First Officer briefed the approach; dialed [the frequency] for the glideslope/localizer. Immediately; both the Captain and First Officer had the glideslope localizer flagged as non operational. We then tried to re-tune in the ILS and did not get the ident (not receiving signal). As soon as this happened we contacted Approach to inquire if the ILS was functional. As per Approach; the facility was functional. We then requested the RNAV/GPS approach. As soon as Approach assigned us the approach; we then attempted to input the approach into our GPS/FMS computer. During this time; we unintentionally drifted below our assigned altitude of 3;000 FT MSL to 2;100 FT MSL. As soon as our altitude warning horn sounded off; an immediate climb to 2;600 FT MSL was initiated. Approach notified us of our altitude. Upon arrival; I contacted Approach on the telephone to discuss the error. The incident occurred during the quick change for the approach from ILS to RNAV approach mode. Before the approach was selected in the aircraft navigational system and entered; the drift below altitude occurred. During this phase of flight the aircraft was on autopilot. However; altitude capture was unavailable for the type of navigational system installed in this particular aircraft. The Director of Operations for the company was immediately briefed on the situation and a follow up report was provided to the company the following day.




Synopsis: B727 First Officer reports losing 500 FT while distracted by an inoperative ILS and the switch to an RNAV approach. A low altitude warning from ATC and EGPWS alert the crew and they return to the cleared altitude. The autopilot was not capable of maintaining an altitude during the switch to the RNAV approach.