elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: System Monitor: Indicating and Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
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
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approaching number one position short of Runway 17L at Denver; my First Officer noticed the No. 3 Brake temperature much higher than the other three brakes temperatures; which were well in the 'GREEN.'I considered leaving the departure position; and allowing the brakes to cool from the outside airflow.I considered the airflow over the brakes if the landing gear retraction was delayed on departure.I finally considered the brake temp of the No. 3 brake to be erroneous; or at least untrustworthy; in comparison to the other brake temperatures.I consulted with my First Officer; and we concluded that the best course of action was to continue the departure; and use the departure airflow at altitude to ensure rapid cooling of the No. 3 brake. Our reasoning was the other brake temperatures were relatively cool for a takeoff; and the offending brake temperature was therefore likely erroneous as it approached max temperature for takeoff. The HOT BRAKE ECAM appeared just as we were entering departure position; and the No. 3 brake temperature was approximately 310 degrees. We continued the takeoff; left the gear down until 10;000 ft. and upon the No. 3 displaying 250 degrees; raised the gear and completed the flight uneventfully. If all four brakes had shown high temperature; or if the one hot brake displayed and extreme temperature; we would not have continued the takeoff.




Synopsis: A319 Captain reported an erroneous hot brake indication and elected to continue the takeoff.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 190/195 ER/LR
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We departed the gate 3 minutes late due to Ramp Control telling us to hold our push because of traffic congestion. After we pushed; we contacted Ground Control for taxi clearance. The instructions given were to taxi via [a few taxiways] and hold short of [an intersecting] taxiway. Shortly after we began the taxi; a company Operations Supervisor called us on our second radio and stated 'Is Captain [name] there?' I was taxiing but responded to her inquiry. She was telling me they tried hard to dispatch the flight on time and asked if I could 'reset' the out time to reflect an on time departure. This was confusing and there was some back and forth over the radio as I tried to get clarification as to what she wanted. Essentially; she wanted the flight to show an on time departure and was asking me to give permission to change the out time generated by ACARS. As soon as that conversation ended; we were approaching the taxiway intersection that we needed to hold short of. I did not stop in time and taxied into the intersection. We stopped and advised ATC. They then proceeded to give us different taxi instructions. The flight continued on without further incident.The distraction from Company Operations triggered this event. I should have done a better job of letting the First Officer handle the radio call as I taxied or ignored the call all together. However; the person in Operations put me in a difficult situation since she called me by name over the radio. Aside from the conversation; there was a further distraction after the fact because the person in Operations put me in a situation asking me to be unethical by agreeing to lie about the out time.At no point after gate departure should Operations be calling an aircraft over the radio unless the situation is critical or the flight needs to be notified not to take off for some reason. Anything such as why we were late can be handled at a later time via a phone call or an email.




Synopsis: Air carrier Captain reported a taxiway incursion due to unnecessary distraction by ground personnel.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after we took off from ZZZ I smelled an odor. It did remind me of dirty socks and it was very strong. There was also a haze in the main cabin. I (#4) was sitting in the direct view jumpseat. It lasted 4 to 5 minutes; as I put on O2. I asked #2 if she smelled the odor. She agreed and put on O2 also. That same morning we had a mechanical in ZZZ1 on this same aircraft. I believe the Captain said something with the generator was the reason for the mechanical. I got a headache and felt sleepy. Nothing has happened since this incident.




Synopsis: A319 Flight Attendant crew reported temporary 'dirty socks' odor throughout passenger cabin. Flight attendants experienced minor health issues.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: An Airbus 319 was on approach and had a failure of the flap drive system.


Second narrative: An Airbus 319 was at base for a MLG change that included a job called RIB 5; which meant a torque tube was removed for the machine shop to work on RIB 5 Bushings. After the RIB 5 job was completed; the RIH MLG was installed; which also meant the torque tube could now be installed. As stated on job card; I began to install torque tube 6258 cm; which ended up being completed by another Mechanic and signed for. The outcome was that torque tube separated at the bolted flange of tube upon landing of aircraft.


Synopsis: It appears that some of the trailing edge flap torque tube hardware at one coupling was missing. It is impossible to determine if the hardware failed; became loose; or was not secured properly at a previous maintenance visit.
Date: 201304
Local time of day: 1801-2400
Location: INT.Airport, NC
Flight conditions: VMC
Weather elements / visibility: Cloudy
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower INT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Taxing southbound on Taxiway A at INT; we had an MEL with one landing light inoperative and total darkness at the south side of the field. Just past Taxiway B I could make out faded lines coming up about 10 yards past B. Due to the distance; I was expecting an ILS hold short. I looked around to keep an eye out for wildlife. At the same time; my copilot noticed the taxiway lines were actually a hold short. As I was reaffirming visually; he applied the brakes and we stopped just short. Update the Commercial Chart's plate to show a hotspot. Have signage showing hold short.




Synopsis: A pilot reported the INT Runway 33 hold short line on Taxiway A was a greater distance from the runway than expected and the crew nearly missed seeing it.
Date: 202201
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
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
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed [Runway] XXL out of ZZZ. Climbing through 7;000 feet for 13;000 feet the right bleed air fail annunciator illuminated with the bleed air valve in the open position. I notified ATC promptly and told them I'd like to stop climb at 13;000 feet and troubleshoot the problem. I ran the appropriate checklist; requested priority handling; and told ATC I would like to return to ZZZ.  They assigned me to land on [Runway] XXL and I landed without further incident and the airplane had no visible damage. Crew was not injured.




Synopsis: Beech 1900 Captain reported a right bleed fail light illuminated and the right bleed air valve remained open. The flight crew asked for priority handling and performed an air turn back and precautionary landing at departure airport.
Date: 201308
Local time of day: 1201-1800
Location: DAY.Airport, OH
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C DAY
ATC / advisory: TRACON DAY
Aircraft component: Compass (HSI/ETC)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Columbus approach put me on vectors for the ILS 24L. Vectors were intended to align aircraft with ZAMBO IAF. Before handing me over to Dayton Tower; Columbus Approach mentioned that I should check my compass for deviations as he noticed my compass headings being off by about 30 degrees; requiring him to make several adjustments. On the ground I investigated the cause of the deviation and found that the Garmin 496 GPS unit (on glareshield with bean-bag mount) I had used on this flight was close enough to the compass to cause this deviation. When removed; the compass worked accurately as per my compass deviation card. There was no hazard in this instance but I am making this report so that others can benefit from this observation that a glareshield mounted portable GPS unit may in fact cause the compass to show a deviated heading.




Synopsis: BE35 pilot is advised by ATC to have his compass checked after landing. It is found that the glareshield mounted Garmin 496 causes a 30 degree compass deviation.
Date: 201511
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Working B position; sitting aft aircraft left. At 10;000 feet turned on galley lights and noticed R2 door handle in a compromised position. Called flight deck; Captain (CA) asked me to push down on handle; it bounced back up to compromised position.  All indicators upfront reading OK. Confirmed with C Flight Attendant that door handle HAD NOT been like that on the ground; she also tried to reset it and it bounced back up. Called CA again to express handle did not look right and had not been like that before takeoff. CA said he would call maintenance.  While he was calling; their door indicator light came on in the flight deck. CA called back and said we were turning around and heading back.  When we were asked to take our seats for landing by the CA I elected to take 28C. There was also a Pilot Jumpseater in 28D who I introduced myself to and showed the R2 door so he understood the issue with it. After we landed safely I returned to my jumpseat to be near doors.  We deplaned as usual and commenced delay.




Synopsis: In a climb out of 10;000 feet; a B737 Flight Attendant notices that the R2 door handle is in a compromised position. Attempts to return the handle to the normal closed position are unsuccessful and the flight returns to the departure airport.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Air Carrier
Operating under: Part 135
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After applying power for takeoff; I felt the left rudder pedal move all the way forward. The right engine indications were fluctuating as well. About the same time; the Captain called 'Abort; abort; abort.' We executed the aborted takeoff; cleared the runway and advised ATC.At this point I have no further suggestions to avoid a recurrence of the event. Maintenance has been contacted; and the aircraft will be inspected before further operations.


Second narrative: [No substantive additional information was provided by the secondary narrative.]


Synopsis: A BAE-125 flight crew rejected their takeoff and cancelled their flight due to excessive surging of the right engine during power up for takeoff.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: During preflight found First Officer (FO) oxygen mask did not test properly. Reset Test switch was sticking and mask did not test. First 10 attempts to test the mask resulted in a bad test. I removed and re-stowed the oxygen mask but the mask still did not test properly. Entered the defect into the Electronic Log Book (ELB) via ACARS and called maintenance. First mechanic said there was nothing wrong. I showed him exactly what was happening. He got one good test; however when I asked him to test it a second time he refused and said it did not have to be tested more than once. I did not agree. He then asked if I wanted him to replace the mask box. I informed him that it was my responsibility to report the defect and his responsibility to make the necessary repair. I went to perform the exterior walk around. When I returned to my seat I tested the mask again and it did not test properly. I entered another discrepancy in the ELB via ACARS. When I explained the problem to the second mechanic; he suggested that only captains could write up the aircraft; because that's how it always worked. I verbalized that his comment was inappropriate and explained again that this was a safety of flight discrepancy that I entered into the ELB as required by [Company] SOP; and it needed to be addressed. After demonstrating the failed test; the mechanic did agree that the box containing the O2 mask should be replaced. The defect was repaired and signed off and we departed without further delay. However approximately 60 minutes after departure; at FL380; the captain and I arranged for a bathroom break. When I tried to remove the quick donning oxygen mask; the entire mask and box assembly came out as one piece; making it impossible to don the mask quickly. The mechanics did not secure the box to the panel; rendering the quick don feature of the mask useless. In a rapid decompression this would have been a serious safety of flight scenario. I left the mask out of its container for the remainder of the flight for quick access; and we entered the discrepancy in the ELB via ACARS. The flight continued to [destination] uneventfully.


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


Synopsis: B757 flight crew reported that the First Officer's O2 mask did not test properly.
Date: 202003
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were established on the SFO FMS Bridge Visual Rwy 28R crossing the F101D fix (4.4 nm SFO) when the SFO Tower Controller on 120.5 issued a low altitude alert and told us that the altimeter setting was 29.94. I crossed checked the altitude and it showed us at 890' msl which was 310' below the published altitude at F101D. The First Officer was the Pilot Flying with the autopilot engaged with VNAV/LNAV. Immediately upon hearing the low altitude alert from the SFO Tower Controller the First Officer disconnected the autopilot; added power and began a climb to 1200 ft msl the at or above published altitude at F101D. VNAV Path was annunciated on the FMA but was not captured at F101D. The Tower Controller queried me about the low altitude alert and said that he was going to contact engineering since we were the second aircraft in a row to set off the low altitude alert at the same point. I told the Tower Controller that we were flying the visual approach with the autopilot engaged and didn't catch the low altitude crossing. Since the First Officer recovered/repaired the error we continued to a safe landing in compliance with the stabilized approach criteria.


Second narrative: [Report narrative contained no additional information]


Synopsis: B737NG flight crew reported receiving a low altitude alert from Tower on approach to SFO.