elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Light: Daylight
Aircraft: B737-800
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)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We had just finished boarding the plane. Everyone was onboard when passenger screamed 'fire'. A passenger came back with a small smoking battery in a cup. Someone else yelled there is still smoke. The D Flight Attendant grabbed the halon and started toward the area seat. Smoke was billowing and accumulating very quickly. I notified Captain and he turned off all power. I opened aft galley and entry doors to let smoke out. Fire Department was called. Everything was handled very well. My concern is I think the flight attendants should have been automatically pulled for the trip. The fumes were extremely strong and the smoke took some time to clear. In the excitement of everything; the C Flight Attendant had a very bad reaction to the smoke and with all the excitement; I hit my head and have a concussion.I think with just the stress alone the crew should have been relieved of duty and replaced. The Captain did a wonderful job of looking out for his crew but it took tons of time to talk to [Company Communications System] and Scheduling. I almost felt that I had to convince them that it was so bad. Having a concussion previously; I knew I had one; but I needed to answer so many questions when my Captain had already told [Company Communications System] that myself and the C Flight Attendant needed to be replaced




Synopsis: B737-800 Flight Attendant reported 'smoke-fume' event from smoking battery in passenger cabin during passenger boarding. Flight attendants reported experiencing health symptoms due to strong fumes/smoke.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Reverser Lockout
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Distraction; Fatigue; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Aircraft; Human Factors; MEL; Procedure
Primary problem: Procedure

Narrative: I went on road trip to ZZZ to complete a lightning strike inspection on Aircraft X. My colleague and I left our base around [evening] on [Day X]. When we got to ZZZ; we started the inspection and replaced the damaged parts as required. We finished the task on [Day X+1] around [nightfall]. We were getting ready to board on the plane to get back to our base when the flight crew alerted us about an active message on EICAS. We troubleshot the message according to fault isolation manual and found the cause but due to time we have to defer the maintenance. We first had to comply with maintenance procedures which consisted of inserting locking pin on lower and upper thrust reverser door and then on ICU (Internal Compensation Unit) located inside tail cone. Without being aware I inserted the pin on the wrong ICU. We deferred the RH thrust reverser and the pin should normally being inserted on RH ICU instead of LH.When the incident happened I was on clock for 31 hours without break.  I clock in at my base at [early afternoon] on [Day X] and left for road trip around [the evening]. I got to ZZZ [later that night] and worked on airplane from that time [into the night] on [Day X+1]. At the time we have to complete that deferral; I was very tired due to lack of rest. Management did not give me the opportunity to take break. I was hungry and tired. I believe the elements I cited below may have affected my ability to perform my job adequately   In others to avoid such incidents in future; I suggest that management give mandatory rest times to mechanics after completion of certain works hours; and also put enough mechanics on tasks to release heavy work load.




Synopsis: Technician reported that fatigue contributed to not following MEL procedures and he locked out the wrong thrust reverser in error.
Date: 201212
Local time of day: 0001-0600
Location: TYS.Airport, TN
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C TYS
ATC / advisory: TRACON TYS
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While descending to downwind to TYS 23R; the First Officer pointed out the known antennas in the vicinity to me. We received a Obstacle Warning followed by a Pull Up command. I started the Phase One. We at 3;300 FT descending to 3;000 for the visual to [Runway] 23R and as soon as I stopped the descent the warning stopped. I started my right base turn and landed uneventfully. I had slightly delayed my base turn and that is what triggered the GPWS. I should have started my base turn exactly abeam HIGAR and this would have managed this threat properly.




Synopsis: An Air Carrier at 3;300 FT descending on a right downwind for visual to TYS Runway 23R; received an EGPWS PULL UP command from known antennas in the descent flight path.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ; Ramp ZZZ
Aircraft component: Fuselage Panel
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: After pushback the FO called Ground to request taxi. After Ground gave us a taxi clearance; another company aircraft waiting behind us informed us that our fueling panel cover was unsecured and flapping in the prop wash. Ground canceled our taxi clearance and we moved out of the way for the other aircraft to be able to exit. I told the FO to contact ops and let them know we had an open panel and either needed to return to the gate to resecure the panel or go to an area off the taxiway for resecuring. Ops told us to contact ramp control for a gate. I contacted ramp and told them we were returning to our gate for the panel and they informed us that someone in a fuel manager truck was already at our aircraft and resecuring the panel as we spoke. I queried the Ramp Controller to clarify that there was a person standing under our running engine with the prop out of start/feather and he said yes. Soon enough; a fueling pickup truck drove by with a man giving us a thumbs up. I told ramp control he should not have approached the aircraft in that manner and that I still wanted to return to the gate to verify the panel was secure myself. We returned to the gate and I exited the aircraft and verified the panel was secure and we departed. Initial notification was from a company aircraft of the open panel and then ramp control informing us of the person approaching our aircraft.


Second narrative: We were returning to the gate mainly because this was going to require shutting both engines down. The Number 2 engine so they could shut the fuel door and Number 1 engine so the Captain could get out and check it.


Synopsis: Dash-8 flight crew reported a fueling panel cover was unsecured while on taxi out. A person came out in a truck to secure the panel without informing the crew and the engines still running.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Cruise
Airspace: Class G ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I am an EMS helicopter pilot. While flying with a patient from a scene call [to the medical center]; I encountered two crop dusting aircraft in close proximity to my aircraft. I was at 500 feet AGL (Med crew requested lowest altitude due to patients severe head injury) a crop duster aircraft flew 200 feet below me perpendicular to my flight path. I do not believe the pilot of the other aircraft saw me at all. After this incident I climbed to 1000 feet AGL and [a few minutes later]; I had a second crop duster aircraft fly under me; again perpendicular to my flight path. As with the previous incident; I do not believe this pilot saw my aircraft either. Because of my increased altitude; there was at least 700 feet of separation between us and much less of a factor. Our current flight path flies right through an area of high crop dusting activity. Because they do not have a common frequency; there is no way to make advisory calls or communicate with the crop dusting aircraft.




Synopsis: AS350B3 helicopter pilot reported two NMACs with crop dusters during flight.
Date: 201411
Local time of day: 1201-1800
Location: COF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 12
Light: Daylight
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Photo Shoot / Video
Flight phase: Cruise
Airspace: Class D COF
ATC / advisory: Tower MLB
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was performing this flight for a photographer and were on our way to our second photo location.  We were instructed by MLB to follow the coast north to our next location.  MLB never handed us off to COF tower so I asked if I could stay with them or if they wanted me to contact COF; they advised me to contact COF.  After contacting COF tower the controller indicated I was already in his airspace.  I apologized.  These airspaces touching each other creates a hazardous situation for pilots.  The controllers won't necessarily help you or hand you off to the neighboring airspace.




Synopsis: Pilot reports of being under flight following and violating another Tower's airspace.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Distraction; Physiological - Other; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Equipment / Tooling
Primary problem: Aircraft

Narrative: On flight yesterday shortly after the pilots dinged for 10;000 feet; [I was] flying position 2. I heard a sound like air escaping; followed by a large popping of my ears. Immediately I started feeling light headed. I looked around the corner to see if it was just me and the agents were looking back and pointing at their ears mouthing 'What's going on?' I then rang Flight Attendant 1 and asked what was going on with the pressure. Flight Attendant 1 and 3 hadn't noticed anything was off. They contacted the pilots who said they'd work on it. We got no further updates during the flight; but I could feel the cabin pressure going up and down in waves. I'd start feeling lighter; look at my fingernails which has turned white; there'd be a slight pop of release; and they'd go back to pink. Upon landing; Flight Attendant 1 told me I could ask the pilots what happened. In doing so; they informed me the automatic controls for cabin pressure had failed; they were having to do it manually; and [said] 'I think I finally got the hang of this.' We received no further updates or briefings from the pilots on the issue. We continued on for 2 more flights. While it was never as bad as the first flight and the agents didn't mention anything; I could tell the pressure wasn't where it was supposed to be. I had a headache only while in the air and felt mildly light headed. While the agents usually insist Flight Attendant 2 move to the forward galley during flight; I insisted on staying in the rear near the aft oxygen bottles for the entire day. As safety is my number one job; and understanding the neurological effects of hypoxia; I deemed it prudent to have close access to the bottles in case of pilot error or mask system failure.According to [the] pilots; it was a failure of the automatic controls for cabin pressure.

Callback: IWA Guards work for ICE and these flights are transporting Immigration people.



Synopsis: Flight Attendant reported a sound like air escaping and pilot stated the automatic controls for cabin pressure had failed.
Date: 201903
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Aircraft: Small Aircraft
Operating under: Part 91
Flight plan: VFR
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Second aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Instructor; Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was training a D-side developmental at sector 18/19 and [Controller A] was the R side. We got put in the hold for LGA and the R side began issuing holding instructions to the first aircraft. We called PHL approach to coordinate use of the HOLEY holding pattern and they gave it to us under the condition we would work the VFR traffic that they had previously pointed out to us that was doing air work in the pattern. The VFR aircraft was at 12;500 just north of the DAVYS intersection. The second LGA arrival (Aircraft Y) had not been issued holding and was at 13;000 the R-side descended the aircraft to 11;000 and started to issue holding when conflict alert went off with the VFR about 5 miles in front of the LGA arrival. The R side turned Aircraft Y 30 degrees left; but it was too late and they got a RA with the VFR. The aircraft got very close together and the pilot of Aircraft Y later reported they nearly collided. 15 minutes later the same situation occurred with Aircraft Z in nearly the same manner. When she descended Aircraft Z out of 14;000 for 11;000 I physically pointed at the airplane and said 'its going to happen again stop Aircraft Z at 13'. She did not and they had another RA and about 1.5 miles of separation. [Controller A] has been off the floor for several months for a medical issue and she was only re-certified 1 day before this incident with the bare minimum recertification training completed. This was a terrible oversight this controller is incompetent in her duties and should not have been re-certified in this amount of time. I would recommend that [Controller A] be de-certified and removed from the area completely. She is an unnecessary danger to the NAS.




Synopsis: ZDC Controller reported recertified radar controller repeatedly failed to separate traffic resulting in multiple RA's.
Date: 201403
Local time of day: 0001-0600
Location: LAX.Airport, CA
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower LAX
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Vehicle; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure; Airport
Primary problem: Airport

Narrative: We were cleared to Runway 24L for departure; sequenced behind an A380. Approaching the hold-short line we observed an official vehicle parked at the hold-short line. We stopped well short of the vehicle. When we asked Tower about the vehicle they explained it was a runway FOD sweeper used after every 'super' takeoff. They further noted that we should have stopped at the line painted on Taxiway E prior to the hold-short line to accommodate the vehicle. We did not see the line. The First Officer was in the process of changing to a full-power takeoff to stay above the A380's wake. I was focused on staying well back from the A380's taxi thrust. There is no reference to the line on the airport and/or info pages about this line. As we approached the hold-short line; both of us were busy reacting to the A380. Had we been aware of the existence of the A380 line we would have been looking for it. It is probably a good time to canvas all of our airports that support A380 traffic for similar practices and markings.




Synopsis: Following an A380 to Runway 24L at LAX the Captain of a large transport aircraft noted an airport vehicle waiting aft of the A380 near the hold short line. When inquiring as to its presence with ATC they were advised it was a sweeper truck used to clear the runway of debris after every 'Super' takeoff; and that there was a separate line behind them at which they should have stopped to avoid the vehicle and not interfere with the runway clearing. The reporter had not seen the line and was unable to find any airport reference to it or its purpose.
Date: 201812
Aircraft: No Aircraft
Operator: Air Carrier
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

Narrative: Each and every single time I sit at a Dispatch position I am forced to manually refresh DV. I have reported and escalated this issue several times. Now that I hold a line at ATC and rarely sit the desk it presses me to be vigilant in manually refreshing and increases my workload. I have had the developers mirror my position and to no avail they cannot reproduce the issue. I clear my internet history before I even log into DV. I have tested it with people sitting next to or behind me Psuedo my desk. It keeps me from receiving ACARS and weather issues in a timely manner. Now that we are watching more stations it is much more of an issue. It concerns me with my ability to keep a safe and legal operation while balancing my workload. It freezes and asks me to stop the script. I have even had my profile rebuilt and the issue was not fixed.




Synopsis: Air Carrier Dispatcher reported difficulty with their available tools increase their workload.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: After landing during taxi-in; cabin crew reported a battery fire in cabin. Ground Control was notified. Communication with cabin determined that fire was out or contained and flight continued taxing in to gate with ARFF (Airport Rescue Fire Fighting) in support. At gate ARFF removed a backpack from cabin to ramp and then passengers were deplaned. Poorly designed and manufactured electronic devices in carry on luggage can be damaged during handling. Damaged devices and batteries can then become fire hazards due to thermal runaways. Cabin overhead bins and under seat storage areas packed with passengers carry on baggage shouldn't contain a potential ignition source as well. Ban vape devices in aircraft.




Synopsis: B737 First Officer reported a Lithium Ion battery fire in passenger cabin during taxi at destination.