elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
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: Toilet Smoke; Overheat; Fire Detectors & Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FA (Flight Attendant) informed us that the aft lav smoke detector alarm was sounding. She stated that there was no smoke; fumes; or odors.  The only complaint from the passengers was the noise of the alarm. Since there were no indications of a fire; we elected to continue. We looked at the Smoke; Fire; and Fumes checklist in the QRH and decided to follow the guidance in the notes. We pulled the circuit breakers to silence the noise and prevent any possible problems. The other breakers were already pulled and collared. All radios were handled between communications with the FAs; and no calls were missed. We closed down the lavatory for the remainder of the flight. We landed with no issues. No emergency was declared; no passengers were injured or complained; and we wrote up the problem and gave the plane to Maintenance.


Second narrative: The aft F/A (Flight Attendant) called the flight deck and the Captain (Pilot Monitoring) answered. She reported that the aft lav smoke detector was alerting but she didn't smell or see any smoke; nor was there excessive heat. We looked in the QRH for an appropriate checklist. After an exhaustive search by both Pilots; we settled on the Smoke; Fire; Fumes Checklist. The procedure called for pulling circuit breakers to disable a smoke detector that was continuing to alert after smoke has been cleared. The Captain pulled the circuit breakers to disable the smoke detector and any sources of ignition in the aft lav. We decided to consider the aft lav inop and had the F/As direct Passengers toward the forward lav. We continued to our destination without further incident. Neither the F/As nor the Passengers reported any signs of smoke or fumes. We did not declare an emergency with ATC nor alerted them to our situation. At our destination we entered the irregularity in the Maintenance logbook and handed the aircraft off to MX (Maintenance) Personnel.


Synopsis: A flight crew reported that; while in flight; a smoke detector alarm in one of the lavatories activated. After consulting the appropriate checklists; confirming that there was no indication of smoke; fumes; or odors; and securing the lavatory; the decision was made to continue to the destination airport.
Date: 201203
Local time of day: 1201-1800
Location: TMB.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: FBO
Operating under: Other 141
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground TMB
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: FBO
Reporter function: Captain; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Runway 9R at TMB was recently re-opened after lengthening and is open during normal Tower operations. An additional intersection was added to this runway. This additional turnoff/intersection has shifted the identification of the intersections along this runway. These changes have not been charted and could [cause] confusion while exiting the runway and is in close proximity to a hot spot resident at an intersecting runway.

Callback: The Reporter stated that approximately 500 FT was added to the Runway 09 approach extending it westward. With that addition; the E taxiways were renumbered so that the commercial chart Taxiway E is now E1; E1 is now E2; E3 is now E4 and E4 is now E5. Pilots have become confused when cleared to exit Runway 9/27 and may exit on the incorrect side of the Runway 13/31 extended centerline.



Synopsis: TMB Runway 9R/27L was recently lengthened toward the west; but the current commercial airport chart does not reflect the additional runway and taxiway changes.
Date: 201208
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the BOJID ONE arrival we were cleared out of FL330 to cross COFAX at FL240. We set the altitude in the FCU and the restriction in the FMGC. I pushed to initiate the descent and failed to verify the FMA's [Flight Mode Annunciator] that we were indeed in the descent; the First Officer noticed as we checked in with a frequency change and I took the autopilot off; autothrust off; and immediately attempted the crossing restriction but failed to do so as the First Officer simultaneously got relief from the Controller and vectors for the descent. We were inadvertently distracted by our conversation in the cockpit.




Synopsis: A320 Captain reports failing to verify that the FMA shows that descent has been initiated after being assigned a crossing restriction on the BOJID ONE Arrival to PHL.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Helicopter
Operator: Government
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X; on vector with ZZZ approach. Sector X calls to coordinate the helicopter on Victor route XX; instead of the filed route Victor route XY. Then approach called back approach request direct ZZZ1; I approved it. I approved it not noticing that the equipment status was /A [Aircraft equipment suffix].I called approach back saying I needed the helicopter on the airway not specifying what airway. I notice approach vectoring the helicopter to the south back towards Victor XY. Not realizing the altitude 4000 was in the 4200 Minimum IFR altitude (MIA). I called approach and said I can't take the helicopter until established on the airway. I had also forgot the MEA on Victor XY is 4500; until a minute or so after the helicopter was established on the airway; then I climbed the helicopter to 5000 then issued the approach clearance into ZZZ1.Aircraft filing Victor XY to start an approach into ZZZ1 are infrequent; I had forgot the MEA on the airway. Also I should have been more specific during my coordination and or call approach and ask what was going on.




Synopsis: Center Controller reported reneging on a handoff for a helicopter that was off the filed airway; below the MEA; and the minimum IFR altitude.
Date: 201207
Local time of day: 0001-0600
Location: ZOB.ARTCC, OH
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZOB; Special Use MISTY MOA
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute; Instructor
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft departed ROC; filed direct. His route of flight was taking him through the MISTY Military Operations Area (MOA) which was active from 003B490. I was performing OJT and instructed the developmental to call Rochester Approach and tell them he cannot fly through the MISTY. The Approach Controller told us; 'I have advised him of the MISTY and he wants to proceed anyway; it is a restricted area; not a prohibited area.' I said let me seek further clarification and call you back. I asked our Supervisor who in turned called our military desk. The military desk could not give a timely answer by the time the aircraft was at our boundary so I made a decision based on the fact we are aware when aircraft are in the MOA; there was presently no aircraft in the MOA and the 7110.65 allows for IFR aircraft to fly through Military Operations Area if IFR separation can be provided. Since no aircraft were in the MOA; IFR separation was provided as the aircraft traversed through the MOA. The military desk called when the aircraft was half way through the MOA and said he cannot go in there. The Supervisor suggested we turn him out but the fastest way out was to continue on course. It is questionable whether a violation occurred since IFR separation was provided the entire time; but it could come down to an interpretation of the rule so I am filing this report.




Synopsis: ZOB Controller described a probable MOA incursion event involving an IFR aircraft electing to transverse the area; the reporter questioning the applicable procedures involved in this instance.
Date: 201506
Local time of day: 0601-1200
Location: SNA.Airport, CA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: First Officer (FO) attempted to start APU just prior to gate arrival as new company guidance suggests.  APU failed to start.  I reduced taxi speed further as QRH was expeditiously completed and another start attempted.  APU failed to start a second time.   Taxied slowly to gate while making hand signals for ground power.   Continued to run engine number 1 until ground power was connected.  Later in evening while having dinner with a friend who works the ramp; he mentioned how another ramp co-worker nearly walked into an engine running at the gate.  He described how he ran over to and under the running engine and continually yelled at co-worker in a highly agitated manner until co-worker realized [the issue]; and slowly backed away from the engine.  This was my flight.The suggested procedure of starting the APU just prior to gate arrival does not allow for an adequate amount of time to notify station operations and ramp personnel if the APU unexpectedly fails to start.  For the purposes of saving fuel and APU run time; an unexpected hazard is now present in the ramp environment that could have tragic consequences; and in our case nearly occurred. I suspect ramp personnel are trained to treat every engine as if it is running; until positively confirmed otherwise.  With the new; delayed APU start procedures; there is going to be an increase in aircraft unexpectedly arriving at the gate with the number one engine running for an extended amount of time due to the circumstances described above.




Synopsis: A B737 Captain reported a ramp employee walked too close to their running engine during taxi-in. The Captain feels a new company policy of delaying APU start until just prior to gate was a factor.
Date: 201507
Local time of day: 1801-2400
Location: RIC.Airport, VA
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: After landing in RIC; I taxied to [the gate]. Approximately 30 feet from the gate; the aircraft came to a stop on its own and started to roll backwards. I applied brakes; stopped the aircraft; and guide man continued to motion us to move forward. I added power; but the aircraft did not move; as if it had hit a chock. I did not feel comfortable adding any more thrust so close to the jet way and personnel; so I set the parking brake. Guide man got a headset; plugged in; and told us we were in a rut; and that he would have to tow us in with a tug. I shut down the engines and he hooked us up to the tug. The tug did not have enough power to pull us out of the rut. He backed up about 30 feet and took a run at it; but there was not enough momentum to go over the rut; and the aircraft again stopped. He then backed up even farther; and got more momentum moving forward. This time the aircraft cleared the rut; and he pulled us to the jet way and we deplaned. Passengers were seated the whole time and advised of the situation. This took approximately 10-15 minutes after I initially pulled up to the gate.




Synopsis: Captain reported that a particular gate at RIC has a rut near the gate that is inhibiting aircraft from taxiing in easily.
Date: 201207
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Wheels/Tires/Brakes
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Distraction; Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Working night [shift] for following day at the hangar; I was assigned to B757-200 aircraft with Mechanics Y and Z. I decided to change the # 8 [Main Landing Gear (MLG)] Brake per 32-45-01 and # 8 tire per the Aircraft Maintenance Manual AMM 32-41-10. Once the tire was off; I proceeded to remove the brake. I performed all the removal and installation of the brake. The only assistance I needed was to lift the brake onto the gear. All maintenance was complied with per the manual.


Second narrative: I (Mechanic Z) was involved in an Overnight Check of a B757-200 aircraft on Pad E [one] morning. I witnessed Mechanic X as he finished safety wiring the hydraulic line of the brake. As part of a team player; I assisted Mechanic X with the job by signing-off the removal and installation of the # 8 Main Landing Gear (MLG) Brake Assembly; as well as the tire; Overnight [Check] and other Work Package Job Cards. Appears that # 8 Brake Drag Link Assembly on the aircraft was damaged in ZZZZ. [Recommend] signing-off your own work and yours alone.


Synopsis: Two Mechanics report about their involvement with the removal and installation of #8 brake and tire assembly on the right main landing gear of a B757-200 aircraft.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: While deplaning at this specific gate; the jetbrige was unable to completely butt up against aircraft.  There was a gap of at least 4 inches between the aircraft and bridge.  Agent stated that at this gate that was the closest the bridge would go; no ramp to bridge gap. Agent stated this is an on going problem with this gate. Totally unsafe; I was able to put my leg past my knee through the gap.  A child could easily fall and be seriously hurt; or a distracted passenger could put their foot thru gap. I would suggest that all jetbridges accomodate all of our aircraft types.




Synopsis: A B757-200 Flight Attendant reported a jetway which would park no closer than 4 inches from the aircraft leaving a gap wide enough for an inattentive passenger leg or child to fall through.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was a cross country flight. I departed and continued to an enroute checkpoint where I received a clearance to fly through the Class B airspace also to receive flight following to my destination airport. After clearing the airspace I continued along with my flight plan at 6;500 FT. Along the flight I continued to monitor all the instruments to determine I was on course and scanned all the instruments to know that they were operating correctly. As well every 15 minutes of flight I would switch fuel tanks. The flight was operating as normal: my time/distance and headings I planned for were working out correctly. Along the route I was also looking out for landmarks such as airports; roads; and other ground reference points noted on the sectional. I passed a known checkpoint and continued on to the VOR when the annunciator panel indicated that my alternator was inoperative and there was a low bus. I looked at my ammeter and saw that it was indicating 001 AMPS. I determined that from these indications that the aircraft's alternator was inoperative and began to look for a alternative airport to land do to the fact that I felt crossing the bay (28.8 NM) was not a safe option to make to my destination airport. I determined that a nearby airport was a suitable alternate and began a 180 turn to the airport. I was talking with Approach when the incident was occurring and told the Controller of my situation. He gave me vectoring to the airport and asked if this was an emergency situation. I confirmed immediately that I was in an emergency situation. The Controller gave me a contact number to call after I had landed. I started my descent from 6;500 FT to and descended to 2;000 FT. During this time I tried to look through my checklist for my situation. I quickly scanned it over and could not find anything. I continued my descent and landed. The UNICOM frequency I self announced my intentions and only got assistance from the operators of the airport once I was at the FBO.




Synopsis: A PA-28 alternator failed on a cross country so the pilot declared an emergency with ATC and diverted to a nearby enroute airport.
Date: 201402
Aircraft: B757-200
Operator: Air Carrier
Flight plan: IFR
Flight phase: Climb
Aircraft component: Cabin Crew Seat
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Attendant
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Ambiguous

Narrative: 4L and R jumpseats [were] not bolted to the bulkheads. On takeoff our jumpseat broke. We heard a crack and our jumpseat lurched forward. On closer inspection there was a stress fracture due to the fact that the jumpseat was not bolted to the bulkhead. We also found that 4R was not bolted; so crew occupied passenger seats for landing.


Second narrative: During takeoff the jumpseat at 4L broke. I was sitting 4L inboard. Another Flight Attendant was in 4L outboard. We heard a crack and felt our seats lower. We remained on our seats until we were able to get up and checked the jumpseat. It had a crack on the upper shoulder level outboard plastic bracket behind the cushion. On landing I moved to 4R outboard as there was a 7th Flight Attendant at 4R inboard. The other Flight Attendant moved a passenger and sat in last row of economy. I preflight the jumpseat and it did not appear to have any issues at that time. It opened and retracted smoothly. The other Flight Attendant told the Purser and took pictures of the jumpseat for her report.


Synopsis: B757 flight attendants experience jumpseat failure at door 4L during takeoff. The failure was alleged to be caused by missing bolts. The 4R jumpseats exhibited the same anomaly.