elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Time Pressure
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Dispatch
When detected: Routine Inspection; Taxi
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After block out but before takeoff I was notified that Aircraft X had DG/ lithium ion batteries [onboard]. The crew was not aware so I notified them. I was able to send the paperwork to the ACARS printer and send a picture of the paperwork to the pilots cell phone. After that the crew and I determined the flight was good to depart. I also called the DO and he told me to have the crew fill out [a report].


Second narrative: As we were getting cleared for takeoff; ACARS message to not take off due to messed up DG paperwork. Takeoff clearance cancelled by Tower. Cleared for takeoff. As we were moving to runway; ACARS message to not takeoff as DG paperwork incorrect. Our signed DG paperwork said 'no DG'. We indeed had ADG lithium batteries. ACARS message to call Dispatcher. I called Name and he said he could text me a picture of the correct DG paperwork. I also asked him to send me correct data via ACARS. He did both. I asked if we were legal to takeoff and he said yes. In flight we got another ACARS message from Name quoting FOM verbiage and he said he consulted with the DO and the recommendation was to also fill out a [report]. Bottom line is we were handed incorrect DG paperwork.


Synopsis: Air carrier Dispatcher and flight crew reported that missing required Hazmat documents were provided prior to departure.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On arrival into ZZZ descending from 15;000' to 11;000'; with power not at idle. I noticed that the #2 engine (Right) was unresponsive with notable power loss and associated yaw. We observed the fuel flow drop to Zero with a 300lb fuel imbalance between main tanks. We also observed the R engine oil pressure dropping as well. We ran the QRH for both the associated issues which instructed us to perform an in flight shut down and single engine landing. We accomplished the checklists and QRH safely. No further incidents observed. Unknown cause. Engine had an uncommanded rollback of power with subsequent loss of engine. QRH procedures followed. I don't believe anything could have been done differently. All normal operations were followed as well as QRH procedures followed.


Second narrative: On arrival into ZZZ descending from 15;000 to 11;000; with power not at idle. Our right engine became unresponsive; with notable power loss; and associated yaw.  Watched fuel go to 0; with a 300 lbs. imbalance between main ranks. Ran low fuel press QRH and low oil press QRH. Instructed us to do an inflight shut down; and single engine landing. Which we accomplished safely. Unknown at this time. Right engine had an uncommanded roll back. Single engine shut down and landing. Nothing we already do single engine shut down and landing.


Synopsis: Flight crew reported an uncommanded power rollback in the right engine; which resulted in an inflight shutdown and a subsequent landing.
Date: 201906
Local time of day: 1201-1800
Location: JYO.Airport, VA
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: SVFR
Mission: Personal
Flight phase: Climb
Airspace: Special Use DC
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sea; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I am having difficulty with consistent activation of my VFR Flight Plans using mobile device app technology. On [date]; I created a SFRA VFR plan from JYO to ZZZ1; and filed and activated it on the Garmin Pilot mobile app prior to departure; believing that it had been filed. I departed  JYO; reporting my departure on CTAF and talking to Potomac TRACON for VFR flight following services; and shortly after departure received a call to contact the TRACON by phone for a possible pilot deviation. I was departing under the rules of the Leesburg maneuvering area near the DC SFRA; which do not require a VFR flight plan. However; I entered a corner of the SFRA inadvertently; which does require a SFRA VFR flight plan; thus the request from the TRACON to make a phone call for 'possible pilot deviation.' During the flight I diverted to ZZZ2 for fuel. On the ground at ZZZ2; I called 1-800 WXBrief to ask if my VFR flight plan could be closed. The briefer explained that he had no flight plan for me. He further explained that if a flight plan is activated through LEIDOS or through Garmin; Flight Service (FSS) will not see those plans. In reviewing my flight plans stored in my Garmin Pilot app; I see that the subject flight plan was 'unconfirmed' and therefore not activated. I have written to FltPlan.com technical support for clarification on this issue as well; with no response as yet. After landing at my destination for the day ZZZ1; I call Potomac TRACON and spoke with [a] Controller; who informed me that he did not have any record of the incident for review.  My resolution of this issue will be to file my flight and activate my plans with Flight Service; for verbal confirmation.




Synopsis: Small aircraft pilot reported he has had difficulty filing flight plans using the Garmin Pilot mobile app.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Inbound on the visual approach into ZZZ; as we configured from flaps 5 to landing gear down flaps 15; the LE Transit Amber light remained illuminated. Looking on the overhead panel; we could see the number 6 slat was not in the commanded full extend position. Looking out the window; it visually appeared to be extended properly. We elected to go around and requested vectors to create time necessary to run the checklist. Once we leveled off; the Captain called for the appropriate checklist. The Captain was Pilot Flying as I spoke with ATC and began the checklist. At this point; multiple ATC calls created a distraction to us as we attempted to finish the checklist. On step 7 of the checklist; we were to get data for Vref15+15. We both verbally acknowledged this and I proceeded to get the landing data. However; I mistakenly selected flaps 15 data not leading edge inop flaps 15 from the non-normal option on page 2. We put the incorrectly computed data into the FMS and requested vectors again for the visual approach.On approach; as we started to configure; the Captain and I both realized that the landing speeds looked incorrect. It was at this point that I realized we hadn't added the 15 knots to VREF 15 as required by the checklist. 'Airspeed Low' was heard once. We adjusted our airspeed to account for the mistake that was made and landed without incident.There were multiple distractions that occurred during this event that led to me being in the Yellow. Trying to run a checklist while answering a dozen ATC calls as well as trying to monitor the aircraft in flight helped to induce error. At the end of all that; I made a mistake. Even though we had briefed ref plus 15; we didn't enter that nor was it caught on the descent check. I know on the [old performance computer] when a different flap setting is called for; a list populates the screen. My familiarity with [the new performance computer] is still growing and I failed to select the non-normal properly which would have prevented this error from happening.




Synopsis: B737NG First Officer reported a LE Transit Amber light remained illuminated and the number 6 slat was not in the commanded full extend position and a go around was initiated.
Date: 201601
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: At cruise FL310; just east of Salt Lake City; we checked in when Salt Lake; and asked about ride conditions higher. We were planned at FL370. Salt Lake Center informed us FL310 would be the best ride with just occasional light chop. And higher may be better in about 100 miles. Seat belt sign was already on and Flight Attendants were in the aisle doing their service. 2-3 minutes after talking with Salt Lake we hit a 3-5 second burst of moderate turbulence. The cockpit was then informed that one FA had struck his hand on the beverage cart and was swollen and bruised. He came up to the cockpit with hand iced and elevated. We could see the swelling and bruising. Medical was called to determine if there was more we could do for him. They advised they would have medics meet the plane to evaluate further. Upon arrival; an EMT met with the FA. They advised him that an X-ray would be needed to determine depth of injury to his hand. He elected to go to hospital to be further evaluated.


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


Synopsis: During cruise east of SLC; the aircraft encountered moderate turbulence and one Flight Attendant struck his hand on a beverage cart.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Ultralight
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Propeller
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Manuals; Procedure
Primary problem: Manuals

Narrative: I was flying on a pleasure flight when the propeller bolts failed and the propeller departed the aircraft. I landed on a private road with no damage to anything on the ground and no further damage to the airplane.

Callback: The reporter stated that the wooden propeller was found intact. After examining the propeller and engine; the reporter and his Mechanic found no defects. They assumed that the bolts came loose which allowed the propeller to depart. The aircraft has been flown from a high humidity area to a very dry climate so the Mechanic suggested that the wood; which was last torqued in the humid environment; contained a high moisture content. After being in a dry environment for several months; the moisture left the wood allowing shrinkage. His Mechanic suggested re-torquing wooden propeller bolts following temperature changes; winter to summer; summer to winter and humid climate to dry and vise versa.



Synopsis: A Quad City Challenger Rotax Engine wooden propeller departed the aircraft inflight. The aircraft landed safely on a nearby road. The wooden propeller has not been re-torqued after being flown several months earlier from a high humidity area to a dry climate.
Date: 201909
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Fluid
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; 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: I see evidence of hydraulic fluid emanating from the right wheel well area and write it up. The mechanic came out and [I] helped him find the Blue Hydraulic Maintenance push button. The mechanic also turned on the Yellow pump which pressurized the Yellow and Green systems. The mechanic left and shortly returned and stated there is no leak and everything looked good. I discussed that in my [XX] years on Company's Airbus aircraft that I had never seen hydraulic fluid there. The mechanic was quick to inform me that he had retired as a company mechanic with [XX] years. He said it's not hydraulic fluid because it doesn't smell like Skydrol. I then asked if he lowered the right gear door and he said 'No; I poked my head up there and looked in'. He then said he was signing it off and I would be getting a new MRD (Maintenance Release Document) shortly. I then thanked him as he left the cockpit. Never wanting a confrontation; I called [Maintenance Control] and spoke to [name]. I explained just what I wrote above and told [name] that the gear door was not lowered. [Maintenance Control] seemed perplexed and said that he would send the mechanic back out. The mechanic did come back out and re-pressurized all three systems and lowered the gear door. He was never able to find the source of the leak and we continued or flight to ZZZ1. I have [X] years as an aircraft mechanic and I know what hydraulic [fluid] smells; tastes and feels like! It is NOT the fact that the source of the hydraulic fluid was not determined and I know how hard it can be to find that tiny cracked B nut or the servo/actuator seal that only leaks when un-pressurized (static). I even once found a servo casting that had a pin hole leak in it. My issue is - why do I need to call [Maintenance Control] and tell them their ([XX] year retired [Company]) mechanic did not even lower the gear door to do even a 'half baked'; cursory look for hydraulic fluid?




Synopsis: Flight Crew flying A320 questions diligence by maintenance to conduct proper troubleshooting procedure;
Date: 201903
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Captain and First Officer noticed sudden onset of pungent burning odor on flight deck accompanied by burning sensation of eyes and throat. Captain ordered donning of Oxygen masks and immediate descent and deviation to ZZZ which was directly off right wing and 178 NM distant. Control of aircraft transferred to FO. Captain ordered resting Relief Pilots to flight deck and summoned Flight Attendant in charge to flight deck. Flight Attendant reported burning odor was discernible in cabin. Captain ordered Flight Attendant to prepare cabin for landing in approximately 30 minutes. PA notification to passengers made by Captain and also notification that aircraft would be jettisoning fuel. Some difficulties encountered in advising Control of situation. Aircraft instructed to contact Approach Control on VHF. Again; priority handling was relayed to control. Aircraft cleared to VOR for ILS Runway XX ZZZ. Captain ran Fuel Jettison Checklist and started fuel jettison with goal of 425;000 LBS landing weight. Captain had Relief Pilots checked for suitability of Runway XX in event of overweight landing; and also to pull up Diversion Guide. Approximately 20 NM from ZZZ Captain took over control of aircraft. Fuel jettison secured and Visual Approach and landing accomplished on Runway XX with aircraft slightly below max landing weight. Normal deplaning of passengers ensued. No injuries or damage noted.




Synopsis: B787 Captain reported pungent burning odor on flight deck accompanied by health issues. Flight crew executed a divert.
Date: 202005
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Time Pressure; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X had to divert to ZZZ because of no detection or protection of fire. X the software to calculate diversion tool crashed while I was tried to deal with the issue at hand and had to end task the program. This left me with only WSI fusion and jepps to provide weather and NOTAMs.




Synopsis: Dispatcher reported equipment problems that made it difficult to continue working.
Date: 201903
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
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: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Procedure
Primary problem: Procedure

Narrative: This report is a response to a fellow employee identified in an electronic discrepancy report. The employee was not notified directly. The Lead working [the] departure flight was tasked with loading a Quick Pack delivery with DRY ICE. The package was planned to be put into Pit 2 on the flight; however; it was identified as Dangerous Goods (DG). Since there were not enough bags to surround the box; it was planned for Pit 4 to be surrounded with the at least minimum of 15. The employee then 'moved' the Quick Pack to Pit 4. The [electronic] staging [software] let the Quick Pack be moved. The flight was pushed back and went to taxi to the runway. It was then noticed that the flight could not close out on the scanner. The Lead went into the office and phoned Load Planning where it was discussed that the flight must return to the gate and have the load moved off of the loading bin and into Pit 6. The Lead wanted to do the right thing and correct the load. During a discussion; the pilot stated that he did not have an [electronic Dangerous Goods notice] for this package that was loaded. The Load was corrected and the flight continued as planned.Question for clarification? The Ramp Service Manual (RSM): Section: 04-XX-XX. RSM states on page XX:21. Dry ice and Cryogenic / Nitrogen Refrigerated LiquidA. General(1) Dry ice may be loaded in any cargo compartmentCan Dry Ice be loaded in any cargo compartment?




Synopsis: Airline ground personnel reported a discrepancy between electronic load report and Ramp Service Manual regarding dry ice cargo pit loading locations.