elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cockpit Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After arranging a bathroom break with the Flight Attendants; and being told they were in position and ready; the 'Door; door; door' alert sounded. Startled; we scrambled to hit the flight deck door hard lock switch. Once the door was secure; we immediately called the Flight Attendants. They were contrite; but perhaps sounded a little confused. I might have been a little curt; saying never use that method of entry again. We decided against a bathroom break after all. We referenced the QRH and ensured that all steps had been covered. On the ground; we debriefed the crew. The Purser had researched the door unlock function immediately after the event in her FAOM and realized the unlock function was for emergencies only. The Flight Attendants had then conferred amongst themselves and discovered that two of them had recently flown with a Captain who had directed them to use that emergency unlock for routine entry and had gotten upset when they failed to use that function. I am not sure if this was the same Captain for both; but I suspect it was. We discussed the difference between the Boeing access panel and the door; and how the Boeing panel is the only one that requires a keypad entry for routine; coordinated flight deck entry. The Flight Attendants understood the difference. They remained adamant that it was the door pad they were directed to use for entry. I showed the Flight Attendants our QRC/QRH; and how the 'Door; door; door' annunciation is alarming; unexpected and not routine. I pointed to the possibility of a level 4 being presumed; unless and until clarification occurs. They absolutely understood; and the matter was settled. I commiserate with their predicament when faced with a Captain who commands them to use a procedure that is meant for emergency access only. It is not the Flight Attendants' action that prompts this report; it is the knowledge that there is a Captain (or two) out there insisting Flight Attendants use an unauthorized and alarming method of entry.




Synopsis: B737 Captain reported a communication breakdown with Flight Attendant regarding setting up for a bathroom break procedure during flight.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Weather
Primary problem: Weather

Narrative: I was instructed by Center to turn left and leave the airspace because the area was going hot for the military. My only recourse was to refuse. There were Level 5 thunderstorms on either side and behind us that we were able to circumnavigate. Once we were committed to the route we had chosen; there was no turning back without severe structural damages to the aircraft and passengers.




Synopsis: Air carrier flight crew deviated from an ATC request in order to avoid severe weather.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Oceanic
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [Air carrier flight] [aircraft X] cleared to land on Runway 4R. C172 [aircraft Y] [cleared to land] on Runway 4L. [Another] C172 [aircraft Z]; holding short of Runway 4R at Taxiway F. Local Control cleared [aircraft Y] for take off on Runway 4L. A squelch was heard on the read back possibly indicating that another aircraft was transmitting. [Aircraft Y] began take off roll and [aircraft Z] entered Runway 4R with [air carrier X] within 1/2 mile final. Local Assist advised Local Control that [aircraft Z] was moving. Local Control advised [air carrier X] to go around. Subsequently the ASDE-X alarm advised that Runway 4R was occupied; go around. Pilot [aircraft Z] reported that she read back what she thought was her clearance and proceeded on the runway and was not aware of the traffic on final. I do believe that the call signs of the aircraft were similar. The Controller should have let the two aircraft know that there were similar sounding call signs on frequency and that they should use caution. I think also that after hearing the squelch when the aircraft read back the take off clearance that the Controller should have verified that the take off clearance was for [aircraft X] only.




Synopsis: Tower Supervisor described an unauthorized runway crossing that resulted in a go around event; noting similar call signs were involved.
Date: 201809
Local time of day: 0601-1200
Location: LAX.Airport, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I didn't realize right away that the fueler had not completed and I authorized the MCD (Main Cabin Door) to be closed; after the doors closed and the jet bridge was pulling away we realized that the fueler was just finishing up and was still connected to the airplane; I established communications with the ramp and considered having the bridge brought back over and the door reopened but before that could happen the fueler had finished.I told them it was ok to close the MCD and didn't look to make sure we were done fueling.I should have verified the fueler was done before I authorized the closing of the MCD. (Like I usually do)




Synopsis: ERJ Captain reported authorizing the Main Cabin Door to be closed; without realizing the aircraft was still being fueled.
Date: 201301
Local time of day: 0001-0600
Location: ZID.ARTCC, IN
Aircraft: P180 Avanti
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: A P180 was 10 left for traffic. CSV HI called and gave me control of the P180 to turn him back on course. As I cleared him to his destination; UES; I said 'cleared direct Waukesha' He hesitated and then said 'where.' Then I said 'cleared direct to your destination' He said oh; Ok. My D-Side and I were still a little uneasy so I went back and asked to verify his destination; which he said; was 'MKC.' Atlanta Center must have changed the destination in his routing. First of all; don't say 'cleared direct destination.' Be specific with the name and/or identifier of the airport. Second of all; be careful when using a splat or down arrow. I don't see why this was even used for him; but I don't know the situation in ZTL.




Synopsis: ZID Controller issued a 'direct' to destination clearance when in fact the destination was unclear resulting in the aircraft turning to an unexpected heading.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: We were cleared for the visual approach to Runway XXR. Sometime around ZZZZZ; approach told us to maintain 160 KTS till ZZZZZ1 and contact Tower at ZZZZZ1. Upon arriving at ZZZZZ1 the First Officer/Flying Pilot asked for gear down; flaps 3 and landing check list. I got busy doing it and forgot to contact Tower at ZZZZZ1. Subsequently we landed on Runway XXR without a landing clearance. We contacted the Tower as we cleared the runway and they gave us taxi instructions to hold short of Runway XXC and never said anything about us landing without a clearance.I got busy and missed it. I'm new on the plane and have not been flying much lately and not yet as comfortable as I would like. Pay more attention.




Synopsis: Air carrier First Officer reported forgetting to get a landing clearance from Tower.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 404 Titan
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After loading cargo I taxied to Runway 21 for departure with a 10 knot direct crosswind from the left. All systems indicated normal during the preflight engine run-up. The VFR takeoff procedure and initial climb went without incident; gear and flaps up; 40 inches and 2235 RPM. At 1;000 AGL I reduced the power to the top of the green arcs (33.5 inches and 1900 RPM). After setting the mixtures for climb I noticed the left engine lost over 5 inches manifold pressure and indicated a little above 25 inches. Increasing the throttle had little to no effect; so I began to troubleshoot by increasing the mixture and checking fuel pumps on. As I was adjusting the mixture control; I noticed the left engine oil pressure indicated zero and the motor was running a little rougher than normal. Reducing the power on both engines to around 20 inches; I began troubleshooting oil problems and pulled out the emergency checklist for 'Sudden Engine Roughness.' The left engine still did not respond to throttle increase and began running much rougher with noticeable vibrations. The oil pressure remained at zero and oil temperature was climbing to around 85-90 percent. At that point I decided to secure the engine and referred to the checklist: propeller feather; mixture cutoff; fuel selector and pumps off; alternator off. With the engine secured; I turned back to the departure airport less than 10 miles behind and maintained 7;000 MSL. Because the problem occurred at a relatively low altitude; I had not yet contacted ATC to pick up the IFR clearance and returned VFR with unlimited ceiling and visibility to the airport on one engine. The approach and landing were without further incident and I taxied back to parking and shut down the remaining engine.




Synopsis: C404 pilot experiences engine roughness and loss of oil pressure during initial climb.  The engine is shut down and the flight returns to the departure airport.
Date: 201308
Location: BWI.Airport, MD
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As we were approaching Taxiway A; I observed two vehicles (in trail) approaching from our left perpendicular to our movement. It appeared they were not going to stop to give way. I began to slow (estimate speed at six to eight knots) when the vehicles stopped abruptly at the designated stop marker. I then continued my taxi and was approaching the vehicular road way parallel to Taxiway A when the vehicles accelerated toward us. Anticipating a collision; I retarded the thrust lever and applied the brakes. The aircraft stopped abruptly; but not harshly. I set the parking brake. The two vehicles also stopped; reversed quickly; and repositioned behind the 'stop' marker. The PM advised Ground Control of the incident while I queried the flight attendants about the cabin. The flight attendants informed me they were all seated during the incident and were okay. I took a picture of the vehicles from the cockpit but was unable to read the license plate. The vehicles were white Cherokees with dual amber lights on the roof (the lights were not on.) On the side of both vehicles was [a sign identifying them as commercial security vehicles.] The PM made a PA to the passengers informing them of the reason for the stop. [After landing] I spoke with the lead Flight Attendant after deplaning the passengers. He informed me one passenger mentioned she had some discomfort from the stop.




Synopsis: A B737-300 Captain had to brake abruptly for two; apparently authorized; SUV type vehicles crossing their path who initially failed to give right of way to the aircraft.
Date: 202103
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Shorts SD-360
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Other Documentation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew; Person Other Person
When detected: Routine Inspection
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors; Manuals
Primary problem: Human Factors

Narrative: A FAA HazMat inspection was performed as we parked.  It was revealed to us by the Inspector that our HazMat ERG book was out of date on our company EFBs.  The Inspector told us that it is available for download every four years.  We had the 2016 version; the 2020 was available.  As soon as I went inside and connected to WiFi; I downloaded the latest ERG and contacted company dispatch.




Synopsis: SH36 Captain reported aircraft Hazmat ERG book was cited for being out of date during Hazmat Inspection.
Date: 201305
Location: ZZZ.Airport, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: After takeoff and just below 1;000 AGL; Tail Comp Temp Hi light illuminated. Memory items and QRH procedures were accomplished as we declared an Emergency and requested an immediate left downwind for return and landing. Flight attendants were advised [and] PA was made to passengers. Tower was told nature of problem and that we required ARFF on common frequency and Company Operations was notified. Bugs were set; checklist accomplished and we landed 10 minutes after wheels up. The offending light extinguished approximately 1.5 to 2 minutes after illuminating. After clearing the runway; ARFF examined aircraft; gave us a thumbs up and we taxied to gate. We coordinated with customer service; passengers were deplaned to a cool terminal; and Maintenance began inspecting the tail area. Dispatch was notified and we stayed on board until Maintenance no longer needed us and we were released to the hotel.




Synopsis: MD83 Captain experiences a Tail Comp Temp Hi light shortly after takeoff. An emergency is declared; QRH procedures are complied with and the flight returns safely to the departure airport.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown; Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: While accomplishing preventive maintenance on the aircraft recovery kit; we witnessed that the airbag portion of the check; did not meet specs; and that the airbags were beyond the 20 year maximum; recommended by the manufacturer (email between the manufacturer and our crew chief verified this). We also tried pressurizing these bags with low pressure air; and the bags had many leaks. We have recommended replacement of these bags; because our fear is; that if they are to be used to lift an aircraft in an emergency procedure; they could have a catastrophic failure; putting our Aircraft Maintenance Technician's (AMT) and others in harm's way. I have emails and copies of all paperwork.We contacted the Manager; and he doesn't believe that the bags need to be replaced. I'm filing this to escalate the issue; and to prevent injury or harm.




Synopsis: While accomplishing preventive maintenance on an aircraft recovery kit Maintenance found that the airbags were out of time limits.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Distribution
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 120 to 160 miles east of ZZZ; the number 2 engine oil quantity slowly dropped and did not indicate secondary malfunctions. We had the Jumpseat Pilot check to see if he could see any signs of leaking; which he could not. We began to look at contingency fields; informed the Company of our situation; and formed a plan of action 'just in case'. About five minutes after the oil quantity reached zero; oil pressure began to slowly drop. When the oil pressure continued its downward trend; the Captain called for a precautionary divert to ZZZ. Approximately 25 miles from the field; the oil pressure intermittently flashed in the yellow and red so we shut the motor down and landed uneventfully at flaps 15.


Second narrative: Approximately 100 miles east of ZZZ; the #2 engine oil quantity was slowly dropping. We looked through QRH Checklists and informed the Company we were prepared to divert to ZZZ if it became necessary; although; the pressure and temperature remained normal. We had a Jumpseat Pilot in the back look for indications of a leak on the wing and he noticed nothing. About five minutes after the quantity reached zero; the oil pressure began fluctuating; so I made the decision to [notify ATC] and divert to ZZZ. We brought the Jumpseater up to assist us and be an extra set of eyes and hands. On outside downwind the low oil pressure yellow and red lights began to flash intermittently; so we ran the QRH and shut down the engine. The flaps 15 landing was overweight by 2000 pounds; but otherwise was uneventful.


Synopsis: B737 flight crew reported #2 engine oil quantity decreased to zero followed by loss of oil pressure.