elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight Leveling From ZZZ1 to ZZZ at Flight Level 340 on Aircraft X with the right pack deferred. As we approached the TOD (Top of Descent) for the ZZZZZ arrival about an hour and a half into the flight we received a Master warning and EICAS (Engine Indication and Crew Alerting System) warning 'Cabin Altitude'. We donned our oxygen masks and accomplished the QRH (Quick Reference Handbook) procedures. We requested a lower altitude from ATC. They turned us 10 degrees right and we descended to Flight Level 280. The cabin altitude indicated 10;200 ft. As we approached Flight Level 280; master warning and EICAS extinguished. The Flight Level was continued and landed normallyThe right pack was deferred for a temperature problem. Taking off out of a high altitude airport in this configuration may have contributed to the aircraft not being able to maintain pressurization at altitude. I deadheaded to ZZZ1 on the flight prior from ZZZ2 to ZZZ1 and there was no problem on that leg with this aircraft. Maintenance in ZZZ replaced the temperature valve; serviced the O2 and finished the paperwork to have the right pack working for our trip back to ZZZ1. It may have been better to repair the aircraft in ZZZ2 before sending it to a high altitude airport like ZZZ1. The maintenance team in ZZZ did an outstanding job repairing the aircraft during a scheduled turn in ZZZ. We departed on time to ZZZ1.




Synopsis: B767 Flight Crew reported pressurization problem inflight.
Date: 201711
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Second aircraft: MD-11
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We were filed into ORD on the TRTLL4 STAR. Kansas City Center cleared us direct CASHN intersection at max forward speed. We complied and cruised at .80 Mach. After the handover to Chicago Center we were given vectors off the direct we were previously cleared and a slow down to minimum forward speed. I told ATC that the speed for our altitude would be .76 M. The Controller okayed it. After two headings ranging from Southeast to Northwest and a descent to FL290 we were cleared direct to VINCA intersection. We could see ahead of us another aircraft descending at around 10 miles on TCAS. The vectors and slowdown was given to us in order for us to be positioned behind that aircraft on the TRTLL4 STAR. The flight was an MD11 aircraft as we later found out. At 10 miles behind him and FL290; we encountered moderate chop/turbulence. From experience I knew that this was wake turbulence. I immediately turned the seat belt sign on. As I prepared to make a PA announcement; the aircraft experienced a right abrupt rolling moment; to about 45 degrees. The FO was the flying pilot and autopilot 2 righted the aircraft back to level flight. I immediately asked ATC what kind of aircraft were we following and he told me that it was an MD11. I told the Controller that we experienced wake turbulence and that we need a vector off; in order to get upwind of the aircraft. The winds were from the Northwest at only 25 KTS. We were initially doubted by the ATC Controller. After I reported the event he told me 'But you have 10 miles; this is the first time I heard of something like that!' On top of that; the [MD11] pilot mocked us saying over the frequency 'Hey; why don't you offset!' as if we were in oceanic airspace! Not only were we put behind a heavy; in very light winds aloft; while the heavy descended on top of us; we were also ridiculed for experiencing wake turbulence because of the poor ATC traffic management and at the same time another pilot tried to tell us how to fly our aircraft. Completely unacceptable behavior by both ATC and [the MD11] pilot. The Controller; after giving us the vector that allowed us 15 mile separation; asked us what was the intensity of the wake turbulence and we told him exactly what we experienced.




Synopsis: A319 Captain reported encountering wake turbulence 10 miles in trail of an MD11.
Date: 201512
Local time of day: 0601-1200
Location: CLT.Airport, NC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Human-Machine Interface
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
Primary problem: Chart Or Publication

Narrative: The Navtech chart depiction of the MERIL7.MERIL is disconnected and gives the visual impression it is like the new half vector; half RNAV departures in CLT. The departure is a RNAV off the runway SID. This has poor human factors design strictly for basis of space on a plate and small size. Poor design is complicated by the small screen area of the app further complicated by the small screen area of the iPad mini.




Synopsis: Regional jet Captain reported the Navtech MERIL7 SID chart is poorly designed and does not depict well on the iPad mini.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Aileron
Component problem: Failed
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Manuals
Primary problem: Human Factors

Narrative: While working 1st shift Line when [I] received a gate call. The pilot noticed that the aileron looked fuzzy on the trailing edge. I notified Maintenance Control and they conferred in Technical Services; and all 3 of us reviewed [Structural Repair Manual] (SRM) and focused on sheet 4 notes (K) & (M) which gave the damage allowance. We failed to notice on page 2 'NOTE: critical areas (shaded) contact Boeing.' I deferred the item and released the aircraft. [I then] discovered that the damage was within the critical area. The note about the critical area was overlooked and the 'allowable damage' table was the focus of attention. The note should be in bold print on the figure page in the Structural Repair Manual.




Synopsis: A Maintenance Technician overlooked the note in the Structural Repair Manual and deferred damage that required Boeing approval.  At some point later this information he was advised of this information and the aircraft was repaired.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Challenger CL600
Mission: Passenger
Flight phase: Taxi
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Fractional
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: This event occurred while taxiing into the ramp between rows of aircraft for maintenance. I was pilot monitoring in the right seat. The ramp was unattended with no marshalers present. As we approached an aircraft parked to our right; I advised the pilot flying that we were very close and to proceed very slowly. We inched along at a snails pace and from my perspective we looked to have about 4 to 5 feet of wing clearance. I was watching the wing as we contacted the tail strake of the aircraft parked to our right with our right wingtip. From my vantage point I thought we were clear. I clearly misjudged the distance. In hindsight we should not have proceeded between the rows of aircraft without a marshaler. The environment was deceptive and with no taxi lines present we should have parked elsewhere.


Second narrative: Taxiing into ramp in left seat and was watching left side and kept left wingtip clear. Right seat pilot was watching right wing tip. Right seat pilot asked if I could come left and I did and said 'is that enough?' Right seat pilot replied yes but go slow. I did and then I felt aircraft bump and right seat pilot announced that the right wingtip had touched the aircraft on the right.There was no Marshaller when we arrived. We looked the ramp over and decided to taxi up between the rows of aircraft that were parked on the ramp. We thought we had sufficient clearance to taxi up the rows of aircraft. We were taxiing slowly to be careful and we kept the communication going between us. In hindsight; we should not have taxied down the rows of aircraft but just stopped the aircraft in front of the hanger.


Synopsis: Cessna CL-600 flight crew reported that the right wing tip contacted the tail strake of another aircraft while taxiing between rows of aircraft.
Date: 202111
Local time of day: 0601-1200
Location: L30.TRACON, NV
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B LAS
ATC / advisory: TRACON L30
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Procedure; Human Factors; Company Policy; Chart Or Publication
Primary problem: Procedure

Narrative: Aircraft X on the GIDGT departure. Aircraft Y on a non-RNAV arrival route from the northeast gate at or below 12;000 feet. The arrival sector pointed out Aircraft Y. The non-RNAV route crosses courses with the GIDGT departure. It requires an immediate vector to avoid intruding too far into MED airspace. The course design allows Aircraft Y to go on a southwest track west of AIRRO.  AIRRO is the last fix on the GIDGT departure with an altitude and speed restriction. This restriction is at or above 11;500 feet and 250 knots. LAK arrival sector did vector the Aircraft Y east of AIRRO. However; the climb rate of Aircraft X with the descent rate of Aircraft Y was not going to work. An 'immediate' heading of 030 to Aircraft X was issued to avoid a loss or possible near midair collision. The northeast gate altitude should be 10;000 feet for prop aircraft. Also; the GIDGT departure requires an addition fix beyond AIRRO. This fix should be at least 15;000 feet with a speed of 250 knots. Aircraft X was vectored for Aircraft Y. However; that was just the closest aircraft. Vectors would have been necessary to miss the CHOWW arrival behind the Aircraft Y. The CHOWW arrival must be lowered to at least 17;000 feet at CHOWW. Trying to leave the airspace at 19;000 feet and enter our airspace at 19;000 feet is a very unsafe practice. The arrival and departure tracks converge.




Synopsis: L30 TRACON Controller reported LAS published procedures are unsafe and do not ensure separation between aircraft on the CHOWW RNAV arrival and departing aircraft.
Date: 201807
Local time of day: 0601-1200
Location: MVY.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: PC-12
Operating under: Part 91
Flight phase: Initial Approach
Airspace: Class D MVY
ATC / advisory: TRACON A90
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: While descending into MVY Boston Approach issued a traffic advisory at 11 o'clock and climbing; and issued a turn to heading of 150. Upon rolling out on the heading of 150 traffic was sighted directly in front of the aircraft and climbing. At that point the TCAS traffic alert went off and we immediately initiated a left turning climb to avoid climbing traffic converging on our altitude and 1/2 SM or less away. As soon as we initiated our maneuver Boston also issued an immediate climb and turn to the left to avoid traffic. Estimated vertical separation was 250 ft feet and horizontal separation was 1;400 feet. Conflicting traffic maintained course and speed throughout the duration of this event. After the flight passengers inquired as to the reason for the abrupt maneuver and the (small airplane that was really close).




Synopsis: PC-12 pilot reported coming close to another aircraft while descending into an airport.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
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: Communication Breakdown; Distraction; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Company Policy; Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Jet fuel spill; there was a strong odor throughout the cabin. I told the Captain after being on plane approximately 10 minutes that I was feeling nausea due to the toxic odor; and he said I should have myself removed from trip. He advised me they were cleaning the fuel up and that there really wasn't much that could be done to get rid of odor until we backed up from gate. I called Duty Office and let them know this was making me sick and the advised me to call the Tower. I asked why; and they said to let them know about odor in cabin. At that point the Captain advised me again I should have myself removed from trip; and that he preferred that I do not work the trip if I was that nauseas. This would cause me to lose money as well as have sick call on my record. The Captain said smell was getting better in back of the plane; so I went back there and put a couple of tissues over my face to help cover the odor; mind you its approximately 95 degrees outside; aircraft is on in air conditioner blowing around fumes so my choice was to stay on plane because I can not afford to lose any money or have another sick call on my record.  After boarding plane and then pushing back it was approximately 45 minutes of breathing in these toxic fuel smell; not only was I nauseas I became dizzy. At this point all I can do is work the flight and work through being sick. I'm sure there are better options out there; such as get another plane; move this plane to another gate away from fuel spill; all of which I know cost money and time; but given my limited option at the time I really should have removed myself if I could have afforded to money wise and sick call wise. This really should not be a position we as crew or passenger should be put in.




Synopsis: A fuel spill near a parked MD-82 admitted fuel fumes into the cabin which made a Flight Attendant nauseas but she worked the flight because she could not afford the pay loss or a sick day on her record.
Date: 201403
Local time of day: 1201-1800
Location: CLT.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp CLT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After pushback and start ramp cleared us to taxi and hold short of Taxiway Golf. As we exited the concourse complex a fuel truck drove across directly in front of us; right to left; 10 to 15 yards in front of us on the ramp vehicle lane. We had to come to a very abrupt stop to avoid a collision. The truck didn't attempt to stop; or slow at all. I don't think the fuel truck even noticed our presence. Cell phone use may have been a factor -- Unconfirmed though. I alerted Ramp Control who advised they would pull the video tape.We then stopped to survey the condition of our passengers and flight attendants. Although the flight attendants were jostled about a bit all aboard reported OK and good to continue. We then completed the flight. In a post flight talk with flight attendants one reported a sore shoulder; but felt OK to continue. No medical attention was desired; requested; or provided. Ground Vehicle operators need to understand the need to pay attention to their surroundings. Emphasis needs to be on ramp/taxiway rights of way; and intolerance for any distractions. Our relatively slow taxi speed (due to single-engine) to come to a stop from and the fact that the flight attendants had completed their demo are lucky factors that prevented them from incurring injuries. I doubt the ground personnel even realize that we have people up and walking around during taxi-out.




Synopsis: A commercial air carrier flight crew had to brake abruptly when a fueling truck; apparently oblivious to their presence passed 10 to 15 yards in front of them.
Date: 201701
Location: EWR.Airport, NJ
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During taxi out at EWR to runway 22R final weights were up linked and loaded by first officer. The zero fuel weight was entered instead of Gross Take Off Weight (GTOW) by mistake. Winds were gusty; so I requested that we not use reduced thrust. I did notice speeds seemed a little slow but assumed it was for full thrust take off. With distractions from before takeoff checklist and ATC I failed to confirm proper GTOW was entered on takeoff data. I flew normal takeoff. Rotated when v1 rotate was called. Rotated to 6.3 deg and let airplane fly off runway. Time from rotation to lift off was a little longer than normal. That was the only clue that takeoff speeds were not correct. Plenty of runway left at liftoff and safety of flight was never jeopardized.




Synopsis: B737 Captain reported the zero fuel weight was entered into the FMS instead of the actual gross takeoff weight during preflight which caused the aircraft to be heavier than what the takeoff performance data reflected.
Date: 202102
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Airport; Procedure; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: This is a report to bring to light a potential issue with a NOTAM; no pilot deviation from ATC instructions or company procedures is believed to have occurred. References you will want: Approach Chart 11-3 ILS or LOC [Runway] 24 BHM; possibly the low IFR chart for that area; and NOTAM BHM A0233/21. This NOTAM has you take a turn to [heading] 219 to intercept the VUZ radial 067. This heading does not intercept that radial; I do not know how to fly this MAP (Missed Approach Procedure) legally. We caught this and requested amended MAP from ATC before commencing the LOC [Runway] 24.This is either due to me not understanding the NOTAM or it being written poorly.




Synopsis: Air carrier Captain reported the missed approach procedure as described in the NOTAM; is in error.