elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
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: Autoflight System
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)
Human factors: Situational Awareness; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Cleared to descend via the RNAV Arrival; we descended from cruise in LNAV/VNAV PATH. Just below 10;000 ft. MSL; we were informed that we had missed [a] restriction and noticed that we were fast; and the speed window was open. As hard to believe as this may sound; we did not do anything to change the mode out of LNAV/VNAV PATH. We were busy in the descent with radio calls; making sure we alerted the flight attendants at 10;000 ft.; etc; and failed to monitor the automation; assuming that we were protected. I don't know if there's a way that the coding of the FMC software or some other thing could allow this; but we were perplexed.Look into whether this has happened with other aircraft; and obviously we need to monitor to make sure the aircraft does what it is supposed to do!


Second narrative: Cleared to descend via Arrival for Runway XXL. Captain selected ALT INT to start descent early due to light chop at current altitude. Nearing [the] waypoint; I reviewed STAR/approach plates and FMC LEGS page approach points to confirm points since I was expecting a further approach clearance by now or very soon. I briefly glanced at the altimeter in time for the 1000 ft. prior call then went back to look at the plates. I did not scan aircraft position in relation to the arrival. Leveling at bottom of descent at 9000 ft.; Approach Control queried if crew was given a different clearance other than a via clearance. We then realized the crossing restriction was not met and at some point the speed window became open. At no time did l see the Captain select another MCP (Mode Control Panel) vertical mode.Ensuring continuous monitoring of the aircraft on the arrival. Don't become distracted too long on reviewing [Approach] plates and FMC LEGS page. After a long uneventful leg; don't be a victim of automation expectation bias and complacency.


Synopsis: B737-800 flight crew reported missing a crossing restriction on descent when an FMC mode change out of LNAV/VNAV PATH was not noticed.
Date: 201203
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pressurization controller lost during takeoff. After QRH accomplished; indications did not seem appropriate for the standby controller. After discussions with Maintenance Control and Dispatch; diversion accomplished.




Synopsis: A B737-400 pressurization controller failed on takeoff; so after completing the QRH and not getting satisfactory standby controller operation the flight diverted to a nearby Maintenance Station.
Date: 202010
Aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload; Situational Awareness; Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Staffing; Procedure; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: At the end of the midnight shift; in an effort to not call in overtime; X dispatch desks were closed and the flights on those desks moved to other dispatch desks.  The flights were forced over without proper turnover and without notice to either dispatcher.




Synopsis: Dispatcher reported improper turnover of flights during shift.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: DC-10 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While performing preflight duties; I started the APU. With the APU operating normally; I selected APU power and air; deselected external power and configured the air panel with all three packs on. The packs came on and immediately a very strong smell of some sort of fuel; oil; and /or chemical fumes filled the flight deck. I turned off the packs; notified both MX and [Dispatch]; and then made a [maintenance log] entry for a Fume Event.A MX AMT showed at the aircraft. We explained what had happened. Although the odor was still present; I briefly turned on all three packs; so that the AMT could verify the odor too. The AMT took the logbook page and left. The FO (First Officer) then told me that he had flown this aircraft [earlier] and had a similar occurrence. The FO and I both started noticing odd tastes sensations. We then discussed our comfort level about continuing the trip even if that meant switching to another aircraft. Since we both felt uncertain about assessing any potential impact on our mental or physical abilities and being able to safely crew the flight; we decided to contact the Duty Officer. In concurrence with the Duty Officer; we then decided it would be best to be removed from duty and possibly get examined by a doctor.As we were preparing to run checklists and secure the airplane; two MX personnel came on board; turned the packs on; and the flight deck once again filled with the fumes. I turned the packs off; confirmed with MX that they now had responsibility for the aircraft; and we departed.Since I do not have medical training other than CPR/First Aid; and do not have any expertise in biology; chemistry or anatomy; I cannot say with certainty; but based on the treatment received in the ER and the brief explanation by ER medical staff; I do believe it reasonable to assume that continued operation of the aircraft and exposure to the fumes could have resulted in some level of incapacitation.Suggestions: A supervisory review of the previous [aircraft logbook] entries. Increase education and awareness for Fume Events for both aircrew and maintenance personnel.Recommend contacting all crew members who have flown this aircraft since [the date the issue was first noticed] to assess their exposure or any issues.




Synopsis: DC-10 Captain reported strong smell of fuel; oil; chemical fumes emanating from air conditioning packs during initial preflight.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 3
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Was told to remain clear of Class C. Haze and smoke worse than expected; and due to reduced visibility was momentarily distracted. Filed to maintain clearance from Class C. Controller did not mention it; but I looked at GPS when I had a moment; and was in Class C or very close.Really; the issue here was due to COVID; I have little flying time in last 6 months; and was behind the airplane as a result. Messing around with brand new avionics; I was distracted long enough to breach Class C.




Synopsis: Pilot reported a possible airspace violation and states the reason was due to the lack of flying time in the last 6 months due to the COVID-19 pandemic.
Date: 201601
Local time of day: 1201-1800
Location: TPA.Airport, FL
Flight conditions: VMC
Light: Night
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON TPA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Fuel load of 2300 (1250/1100) LBS of fuel (delivered that way from truck).  We initiated fuel transfer from right to left to solve fuel imbalance. At first it looked like we went 100 LBS too far in other direction. We reversed direction of X-feed (R-L). Imbalance only worsened. Both engines appeared to burn primarily from left tank. Marginal decrease in fuel quantity indicated in right tank throughout flight...despite transfer procedures. Contacted dispatch. We reported palpable fuel imbalance corresponding to fuel gauge indications. Added 10 KTS to landing speeds to increase control-ability on approach. Landed with 1000 showing in right tank and 500 in left. Upon block-in; fuel totalizer indicated 920 LBS burn. Should have resulted in 1380 LBS fuel remaining upon block-in. Total decrease in right-hand fuel tank indication block-out to block-in was approximately 100 LBS. Closer monitoring of fuel transfer process. And consider an early decision of an air return to takeoff airport.


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


Synopsis: SF340B flight crew reported difficulty balancing fuel load in flight.
Date: 202001
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: Taxi
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At engine start cabin filled with extreme fuel odor. Passengers complained. FA 3 called to inform Captain.  Captain called all call back and said it should dissipate soon. It smelled like a can of gasoline was being poured out next to me. The odor lasted approximately 5 mins.  The airline should stop using the cheap engine oil that causes these events.




Synopsis: A321 Flight Attendant reported at engine start the cabin filled with fuel fumes which eventually dissipated.
Date: 201302
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Lifevest/Jacket
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Doing my many preflight safety checks I realized that the Flight Attendant demo kit is stowed with the Flight Attendant crew life vest. Why? I have often reminded flight attendants to make sure their life vest is in the front of the demo kit as during an emergency you could easily mistake them and take out the kit instead of your vest. I realize the vest is red and supposed to stand out; but you may not have the option of 'seeing' any vest if the conditions are not good. On my many talks with safety inspectors; I was always told that non-safety equipment was never allowed to be stowed with 'safety' equipment. Demo kits are not safety items. They are only used to demonstrate and not used in an evacuation. Why are we now allowing non-safety items in with safety and emergency items?




Synopsis: B767-300 Flight Attendant reports life vests are not stowed properly.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Gear Pins
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Second reporter function: Trainee
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Procedure; Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: Ground crew pushed us back at Airport ZZZ facing South. Normal push; disconnect; release signal and salute. Short taxi time so we started both engines. Taxied straight ahead for takeoff from Runway X. Used rudder steering since there weren't any significant turns in the taxi route. Taking the runway; I noticed that the tiller felt different; but the tiller was moving; we were turning and I just thought it was my inexperience in the left seat.Very first Captain [flight] leg after IOE. Weather conditions at the time; wind approximately 330/20G39. I also thought the wind buffeting the aircraft on the ground might have something to do with the different tiller feeling. Takeoff uneventful. After landing in Airport ZZZ1; same symptoms. After arrival at the gate it was discovered that the ZZZ ground crew had left the nose wheel steering bypass pin in.


Second narrative: While training on a new pushback tractor; the trainer had 7 people for the pushback of flight XYZ to Airport ZZZ1. I was riding in the passenger seat and observing how the tractor operated. After we pushed; I got out of the tractor to see how to disconnect the strap and cable from the aircraft. Then I got back in the tractor to observe the back away procedure and to get a feel for how the tractor reacts when the nose gear comes off of the platform.After backing away from the aircraft; the operator drove to gate XY to park the tractor. I got on another tractor to go to gate XZ to the breakroom. As I was driving I noticed the flag from the bypass pin still in the nose gear. I tried to give the stop signal to the pilot; but he didn't notice me and proceeded to taxi. I went to the control center to have them contact him on the radio to come back.


Synopsis: A new B737 Captain left the ramp area and took off with the nose wheel steering bypass in. He didn't find out until taxi in to the gate at the destination airport. Training was being conducted at the departure airport with a new pushback tractor and seven trainees. Someone forgot to pull the pin.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: RV-7
Flight plan: VFR
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About XA30 AM local time; I was conducting a briefing for Local Control.  As I was covering the last of the traffic we noticed a primary target about 1 NM in front of an inbound guard helicopter.  The relieving Controller questioned the target to which my reply was;'I'm not sure.'  At that moment the suspect target squawked 7700 and the Guard Helo called the Tower.  We then heard a mayday call on guard frequency and noticed a smoking inbound aircraft out the window.  The Guard helo was calling to inform us of the emergency aircraft.  The relieving Controller took control of the position and called on guard frequency to clear the emergency aircraft to land on Runway 32.  The emergency aircraft safely landed on Runway 32 with emergency personnel enroute.




Synopsis: Local Controller reports receiving a mayday call on guard while conducting a shift change briefing.  The aircraft is sighted on approach trailing smoke and cleared to land.
Date: 201501
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Cooling Fan; any cooling fan
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action; General Declared Emergency
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: Had problem at gate when turning on Brake Fans tripped CB.  We were parked at the gate with the side of the aircraft fairly close to the terminal building. While maintenance was troubleshooting; they pushed in the CB and pushed the Brake Fan button.  Simultaneously there was a large flash that looked like a flash of lightning on the terminal as it was illuminated by the flash.  Maintenance evaluated it for about 1/2 hour.  We were quite reluctant to take the aircraft; but after a lengthy discussion the mechanics; we were cautiously optimistic that they were correct and that by pulling both Brake Fan CBs that no power was going to that area.  I was concerned that other systems could have been affected by the arcing of the short.  They ran some byte tests and they said things looked normal. After gear retraction we got an Auto Brakes ECAM and a BRAKE RELEASED ECAM message. We did the ECAM and wrote to dispatch to advise them and evaluate what the message meant exactly.  He spoke to maintenance and wrote back to us and said the Number 1 brake was now inop and that 2; 3 & 4 were normal.  Dispatch asked us to divert as our destination wouldn't have the necessary parts. The FO and I decided that we should declare an emergency as we were uncertain as to whether or not there might be some unforeseen braking problems as there was obviously more damage than anyone realized. We advised ATC; Flight Attendants and passengers of our diversion and that although we anticipated a normal landing that they would see Emergency Vehicles after we landed. We landed uneventfully and the Vehicles followed us to the gate.  Once again we declared the emergency because we felt that the braking system was partially compromised and for the slight possibility of additional problems.Maintenance should have dealt with the problem initially or done an aircraft swap.  I should have stuck with my gut instinct that there was more to the problem than what they thought.




Synopsis: A319 Captain describes a short circuit in the number one brake fan that causes the circuit breaker to trip and a large arc when Maintenance attempts to troubleshoot. The fan is deferred but when the gear is retracted after takeoff an AutoBrakes and a BRAKE RELEASED ECAM message is displayed. The crew is directed to divert to a suitable airport for repairs.