elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 0601-1200
Location: APF.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower APF
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was given a clearance to line up and wait on Runway 23 at Naples airport which I did! After I was in position to take off I was ask[ed] to call the tower and given a number to do so. I would never line up and take off without a tower clearance; period! I told them to check the tape and they said they did and said I took off without a clearance! I then repeated several times I was given a clearance to line up and wait; is on the tape! My wife was with me and also heard the line up and wait clearance. I would not taxi on to an active runway without a clearance!




Synopsis: BE-58 pilot reported being told by APF Tower he departed without a clearance.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Spoiler System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out we received an EICAS caution saying 'Spoiler Failure'.  We ran the QRH and notified ATC and company. [ATC was advised] and we returned to [the airport]. We landed the plane without issue.




Synopsis: The First Officer of an medium size air carrier aircraft reported they received an EICAS message indicating a 'Spoiler Failure'.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: During climb; the first officer and I noticed number 1 engine N1 dropping momentarily. We kept observing it and after leveling off it happened a couple times. I contacted dispatch and maintenance letting them know I'm writing this plane up after we land. Shortly after N1 dropped repeatedly and we noted N2 drop with slight engine noise reduction and yawing to the left. [Advised ATC] and checked the weather at ZZZ and it just dropped 1/8 of a mile. No RVR reported and everyone was holding and center couldn't give us estimated holding time. I asked dispatch of where he would recommend as a good alternate. Dispatch replied that my filed alternate is ZZZ1 which was about 50 miles behind us as we were about 20 mins from ZZZ. We came up with decision of diverting to ZZZ2 ; weather was good there. Notified dispatch; flight attendant and passengers. Asked first officer to be familiar with engine failure during approach QRH in case it happens.




Synopsis: CRJ200 Captain reported degradation of the number one engine and elected to divert to a suitable field.
Date: 201404
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System - Indicating and Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: After rotation TAIL COMPT TEMP HIGH light came ON. This aircraft had a history of this event. The last event was a 140 knot abort. The aircraft was flown back to a maintenance station (ferry flight). We return to the departure airport for an uneventful landing. The light never went out.




Synopsis: A MD-83 TAIL COMPT TEMP HIGH light illuminated at rotation during takeoff; so the crew returned for an uneventful landing. The anomaly was a repeat for this aircraft.
Date: 201501
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Seatbelt
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I'm writing to report a safety issue that I continue to see on reconfigured aircraft; specifically newly configured B737's but also on [our] Airbus. The issue is usually with the window seats; but has been notice in other seats as well. Please be advised that this information was reported to the cockpit; but I am writing to ensure that this is brought forward to those responsible for safety at [our] Air Carrier; as I do not believe that individual maintenance technician's may realize that this is happening on a multitude of fleets. On this aircraft; seat 15 F [seatbelt] was incorrectly installed. The female portion of the seat belt is installed incorrectly; requiring the occupant to twist or turn the seat belt to be able to fully secure themselves. As I noted earlier in this report I continue to see this issue and feel that it needs to be addressed to ensure the safety of all passengers. Maintenance. Inspection Issue.

Callback: Reporter stated incorrectly installed passenger seat belts are appearing on numerous Airbus and Boeing B737NG aircraft after new seats are installed in the cabin. One of their Flight Attendant's Jump seat belt harnesses was recently found installed upside down. They are also finding similar belt issues at the Overwing Exits. All the passenger seat belt issues involve the buckle side of the belt; the female section; that are found upside down because the belt hook/latch is incorrectly attached to the seat pin. Passengers have to twist the buckle section of the belt to connect both belts. Reporter stated Flight Attendants have been told by their Maintenance technical group that incorrectly installed and twisted seat belts are acceptable for continued service; but would not put that answer in writing. Flight Attendants are unclear if the FAA has approved that type of incorrect installation.



Synopsis: A Flight Attendant reports the buckle section (female portion) of passenger seat belts are being installed incorrectly on numerous reconfigured B737s and Airbus aircraft. Passengers have to twist or turn the buckle portion of the belt to be able to fully secure themselves because the belt hook is installed incorrectly at the seat pin.
Date: 201705
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground PHX
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Procedure; Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: We were set up for the ILS 25L in PHX and were subsequently cleared for the Visual approach 25L. We had selected AUTOBRAKES 3 (7;800 ft Runway) and I landed the airplane uneventfully. At 80 kts the Captain transitioned onto the controls and announced 'I have control'. At that moment PHX Tower called 'Aircraft X Heavy; take the next exit and cross Runway 25R at Foxtrot 4'. We exited the next available taxiway to our right G3 and turned left onto F to taxi towards F4. While exiting at G3 I announced to Tower 'Exiting Golf 3' to let Tower know we were clear of the runway; since we had traffic on final close behind us. PHX Tower replied 'No Golf 2' which was the next exit further down the runway; but at this point we already had exited. Then Tower came back and stated 'Left on Foxtrot; cross 25R at Foxtrot 4 then contact Ground'. We crossed 25 R at F4 and at E4 contacted PHX Ground which instructed us to taxi on E to the ramp.After aircraft shutdown the Captain called the tower for clarification and we were told that we did not have wingtip clearance from a localizer shed and GS antenna located between G3 and G2 taxiing westbound on F. A thorough post-flight inspection did not reveal any aircraft damage. We also re-checked the airport pages and the NOTAMs as well as re-listened to the current ATIS; and neither mentioned any wingtip clearances notes.Since the tower did not precisely know our deceleration speed and apparently expected us to roll further down the runway; the phraseology of 'Take the next right' or 'Exit the next taxiway' is too ambiguous and ought not be used. But instead the specific taxi designation needs to be called out. Also; if there are any wingtip clearance issues; they need to be noted somewhere.




Synopsis: Air carrier First Officer reported that while on PHX Taxiway F after passing G3 west bound to G2 ATC advised them their wingtip clearance was insufficient.
Date: 202007
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While the pallet that had to be loaded was not the correct [some]one forgot to put the locks on before transporting the correct pallet and this resulted in the slid of off the pallet on the ramp and the contents shifted. Was refused to take on flight as had dangerous goods.




Synopsis: Airline Ramp Personnel reported flight crew refused Dangerous Goods cargo due incorrect ground handling resulting in the contents spilling onto the ramp.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
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: Workload; Distraction
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 Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we departed FL240 on the [arrival] into ZZZ we got an ECAM: ENG 1 Compressor Vane. Line two of the ECAM: Avoid THR Changes. There were no 'to do' statements on the ECAM; so we referenced the QRH. Step 1 said to match the thrust lever position with the actual thrust; in this case idle; then disconnect the auto thrust system. We accomplished this step and I elected to keep autopilot 1 engaged. We received a further clearance to descend to 8000 ft and go direct ZZZZZ. I inserted the direct and pulled for open descent. Step 2 of the QRH did not apply. Step 3 says if engines stalls; go to the engine shutdown procedures. So as a precaution; we found and reviewed this checklist in the QRH. Approaching 8000 ft; it became obvious that the level off would have to be with engine 2 only...the ECAM which we cleared had said Avoid THR Changes. After a brief discussion; we concluded we had a 'degraded engine' and would have to use single engine procedures to fly the ILS XXL into ZZZ. I directed the first officer to [advise ATC] as we were vectored on downwind. I gave control of the airplane to the FO and then called the flight attendants and advised them of the situation making sure they understood it would be a normal landing and we would taxi to the gate. I also quickly told the passengers so no one would be surprised by the emergency vehicles on landing. I took the airplane back; the FO told [ATC] we would need the emergency equipment and asked them to advise [our company] of the situation. All of this occurred very quickly. We descended to 3000 feet and were given vectors for a short approach. I flew the ILS XXL with the No1 engine in idle following single engine approach guidelines. We landed uneventfully and taxied to the gate. The No1 engine ran smoothly at idle the whole time and we shut it down at the gate using normal procedures.




Synopsis: A319 Captain reported the Number 1 engine developed a compressor vane problem and was only producing idle power. The crew landed with Number 1 engine at idle power.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Other Fueler
Reporter function: Ramp
Human factors: Physiological - Other; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: An employee was overcome by fumes and or vapors in the stores area of ZZZ and passed out. The employee was taken to a medical facility by management. Several other employees in the area complained of headaches and nausea; but did not seek medical attention. Upon investigation the cause was an open container of 32 FL OZ 'Diesel 911' fluid; which is recommended to treat up to 100 gallons of diesel that was in Flammable cabinet FC22 which was properly secured with the doors closed. FC22 flammable cabinet was against the wall in line with 4 other flammable cabinets (5 total); approximately 20 feet from the employees work desk. Once it was determined that this was the likely source of the contamination FC22 was moved outside to the back of building where it is still located today. One of the big concerns from the employees is the absence of working Air monitors and working CO2 monitors; which by the way were in the old building; but not installed in this new shop. This building is approximately 1 year in operation.In this incident it became a serious threat as the hospital staff did not know initially how to treat the employee as they didn't know the nature of the gas. Please note the warnings issued on both the front and back of the container Diesel 911 fluid and how toxic this substance is. Please ensure there is an adequate number of CO2 and air monitoring devices installed in the building. Also; the stores area of the building has no ceiling fans installed. This contributes to gases changing in this area of the building. The rest of the building has big fans installed. There needs to be similar installed in the stores area. Thank you for your attention to this serious safety concern.




Synopsis: A Ramp employee reported one worker passed out and others felt ill due to fuel vapors from a fuel additive 'Diesel 911' stored in their building.
Date: 201507
Local time of day: 1201-1800
Location: BFI.Airport, WA
Flight conditions: VMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D BFI
ATC / advisory: Tower BFI
Aircraft component: Horizontal Stabilizer Trim
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I proceeded with a normal interior and exterior pre-flight check. This was the second leg of the day with no discrepancies noted on the first. After engine start I completed a trim op check and set the trim in the takeoff range. I did note that the indicator seemed to be much more trimmed up than usual. On the takeoff roll; with a bugged takeoff V1 speed of 103 KTS; VR 106 KTS; I began to attempt to rotate the aircraft with no avail. The forward pressure was very high; but I could distinguish that the elevator was not jammed. At this point speed was accelerating past 140 KTS and with heavy back pressure the nose lifted. At this point I was rapidly hand trimming the aircraft to full indicated nose up; but still showed heavy nose down response. Due to the indicator at its full nose up value; the trim would not go any further.I continued the climb; and continued working the problem.I then moved some PAX aft; and began to notice some slop in the actual trim wheel. While manipulating the wheel; I could see the 4 retaining set screws were coming loose; and the trim indicator was just 'flopping around.' At that point I manipulated the wheel and indicator to regain normal 'natural' trim feel; and by this point was at my destination; and made a normal landing. Upon inspection by maintenance personnel; it was noted that there was no Loctite on the setscrews; and the indicator was just occasionally catching.In review; I used approximately 5;600 feet of runway; with a computed accelerate stop of 3;690 feet. My rotate speed was in excess of 140 KTS with a computed VR of 106 KTS.




Synopsis: CE560 pilot reported it took heavy back pressure to rotate on takeoff; and later determined the set screws securing the trim indicator had come loose; affecting the stabilizer trim operation.
Date: 201909
Location: BOS.Airport, MA
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Upon arriving to BOS; I was randomly selected for secondary screening I was told to go to TSA pre check. When I got to that line; there was about 45 PAX ahead of me. I was told we cannot go to front of line. When I had my bags X-Rayed (I put empty bowls in front and back of my bags signaling to TSA agent I was crew); my food bag was pulled for additional screening. I called Scheduling and informed them I was more than likely going to be late to gate. I arrived to gate a few minutes late. My crew informed me they completed my checks. Allow working crew member to jump ahead in line when getting secondary screening CONSISTENTLY throughout all airports might have helped.




Synopsis: B737 Flight Attendant reported when selected for secondary screening at BOS; TSA refused allowing crew to avoid lines; FA states lack of consistency throughout TSA.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure; Airspace Structure; Chart Or Publication
Primary problem: Human Factors

Narrative: A departure was radar identified during a relief briefing. The aircraft was instructed to climb to 3;000 feet and turn to a 320 degree heading; then contact the next sector for approach to [destination airport]. When the aircraft checked in; it was not climbing to 3;000 feet; but rather level at the original assigned altitude of 2;500 feet. The aircraft was cleared for a Visual Approach prior to entering the 2;800 foot Minimum Vectoring Area in the area.I believe I missed the read back of the altitude assignment while switching headphone jacks with the relieving controller.I will not change headphone jacks during transmissions and read back of transmissions.




Synopsis: A Controller reported not hearing an altitude read back error because he had unplugged his headset momentarily to plug into a different headset jack.