elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Failed
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; Time Pressure; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part; Logbook Entry; Procedure
Primary problem: Procedure

Narrative: Aircraft arrived late to ZZZZ. While doing my oxygen mask test; I observed a significant drop in oxygen pressure; over 400 PSI. I had Contract Maintenance check the valve on the crew oxygen tank to see if it was open. He reported back; along with his Supervisor; that he found the valve closed and that he opened it. The FO (First Officer) and I then tested both out O2 masks and there was no drop in oxygen pressure.I asked Contract Maintenance if they wanted me to put this in the log book and they requested that I not because of the time it would take to clear the paperwork with Maintenance Control. The crew oxygen bottle had been changed a few days ago. The aircraft flew several sorties a couple of days ago. It is possible that those crews would not have had O2 available if needed. In the future; [I] will record deficiencies in the log book even if it increases delays.




Synopsis: B737 Captain reported getting dissuaded by Maintenance from initiating a logbook entry after discovering the shut off valve was discovered closed on the crew O2 bottle.
Date: 201508
Weather elements / visibility: Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Galley Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Equipment / Tooling; Weather
Primary problem: Equipment / Tooling

Narrative: I had the large cart set up for service in the aft galley when I received a call from the First Officer (FO) saying we were getting moderate turbulence. I hung up the phone to start breaking down the cart. Once all items were off the top of the cart I turned the cart to place it back into its secured position and that's when I realized the cart did NOT have any brake pedals on that side. I felt a rough jolt of turbulence and the large cart rushed towards me; pushed me to the floor and up against the other carts and pinned my left forearm between the large cart and the corner of the fixed small cart. I only had my right arm and feet to push the cart off my left arm and away from me. Once my left arm was free and I was able to get up I secured all service items and then called to the forward galley to report my injury to Flight Attendant (FA)-A. FA-A came to the aft galley and we switched positions so that the main cabin could have service and I then took over FA-C and called the Captain to inform him of the accident.  I don't feel that catering should have ever placed that cart onto any plane without proper brakes on both sides. This incident and my injuries would not have happened.




Synopsis: Flight Attendant reported sustaining an injury when a large cart rolled in turbulence because it did not have any brake pedals on one side.
Date: 201507
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Workload; Time Pressure; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Maintenance
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Called out to aircraft had several items. Began with nose gear steering problem; removed tow bar steering pin; opened gear doors; [the] other mechanic upstairs turned on hydraulic moved tiller; checked nose gear for proper operation; inspected tires wheels deflectors; all nose gear components; all checks good. Went upstairs to see if anything was felt on tiller became distracted with several interior items and forgot to close doors. Shorthanded; distracted with interior items trying to save boarding time.Needed to stay on job I started. No excuses. Made mistake trying to do too many tasks at once.


Second narrative: Upon gear retraction; the aircraft had a shudder throughout the plane. Gear handle was placed back down and shudder stopped. Accelerated to 200 knots and the shudder returned. Slowed to 170 knots for the remainder of the flight. [Completed the QRH] and landed. Stopped straight ahead until the gear pins could be installed. Taxied to the gate.


Synopsis: A distracted and overworked MD-80 Mechanic forgot to close the nose gear door following a maintenance procedure the previous evening. After takeoff the next morning a severe hydraulic system shudder during gear retraction caused the flight crew to lower the gear and return to the departure airport.
Date: 201903
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors; Procedure; Aircraft
Primary problem: Human Factors

Narrative: Concerned local maintenance may not have performed proper maintenance for fire damage.  Pictures indicate may be more damage done than just the static converter. Also; was [an extended maintenance] report filled out. Seen this in out of service and typically something like this would be addressed by [company] personnel.This incident is not being taken serious since there was a fire and [Maintenance Control] seems that having on site vendor changing a part is the fix.




Synopsis: Maintenance staff reported improper maintenance may have been accomplished following aircraft fire incident.
Date: 201406
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: TRACON S56
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion; Communication Breakdown; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: SLC commercial plates are incorrect in two instances.WEVIC 3 RNAV Departure: MYRUP is listed on the commercial plate with airspeed of 230 KTS. The FMS database also has it Above 13;000 MSL. We queried the Controller and he verified that this was indeed a departure restriction.In reviewing the [Runway] 34R ILS (11-5) for arrival; the FMS database and the chart differ for ALGIE. The chart reflects below 10;000 and the database indicates above 10;000. The Controller verified that it should be above 10;000.Also; we were not flying a LOC only approach; but the step down fix at IRUYU indicates below 4;900; which would be a very unusual step down fix. On arrival; Runway 34R was closed. We were given intercept the Localizer 35. I queried the Controller that there wasn't a LOC 35; only an LDA 35. He was very rude in informing me that the LDA was a localizer. I informed him that it was not a localizer approach. We could see the runway and requested a visual approach. [Runway] 34R became available and we transitioned to land [Runway] 34R from a visual approach.These altitudes for SLC need to be reviewed; and I believe all the other altitudes on approaches/departures in SLC should be examined also. My experience was only with this approach and departure. Also; Controller terminology needs to match the approach he wants the aircrew to fly. In our case; he should have been specific and instructed us to intercept the LDA 35.




Synopsis: A pilot noted that SLC ILS or LOC Runway 34R commercial chart 11-5 contains two errors. Intersection ALGIE is shown to be crossed below 10;000 FT and Intersection IRUYU is shown to be crossed below 4;900 FT. Both crossing constraint altitudes should be above their respective intersections.
Date: 201502
Local time of day: 1201-1800
Location: 1Q4.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was aircraft number 1 of 3 in the pattern. We were practicing short-field landings at New Jerusalem airport. Since this is an uncontrolled airport; I announced on CTAF 122.90 each turn in the pattern. As I turned crosswind to downwind; I immediately saw another aircraft that came head first at me. I took evasive action and initiated a climb; I was still climbing to TPA but decided to climb to 1;500. This identified aircraft was a blue and white Cessna 172. I was still climbing to 900 climbing to TPA.Winds favored runway 30 and each of the aircraft in the pattern said their positions. I took over and said; 'unidentified aircraft in New Jew Traffic respond.' we heard no reply. My co-pilot; a CFI; and I had positive exchange of controls. We continued to monitor this aircraft and reported to the other planes his activity. This aircraft was close to the point where I saw his belly; not able to get a tail number yet. Friends on the ground got a side glimpse of his tail number and will hopefully get it soon. The other aircraft came in and made a bad landing off center towards the left. We monitored him until he left a touch-n-go and headed north west on a heading of roughly 285.AS PIC I did what I believed was the correct form of action. I understand that it is uncontrolled; but to come in and disregard all other traffic in the pattern shows a sloppy pilot and a hazard to other airmen.




Synopsis: C152 pilot reported an NMAC in the pattern at 1Q4.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: [Operations] delayed flight without Dispatcher coordination. Looks to be a legit delay. But there is often erroneous information in the IOM (Integrated Optics Module) for crew members-particularly in an IROP/IROP (Irregular Operations) Recovery situation. There is no guarantee they are right or that there is not a move up available. They do not own FLIFO (Flight Information).




Synopsis: Dispatcher reported Operations delayed an aircraft without Dispatcher coordination.
Date: 201903
Local time of day: 1801-2400
Location: EGE.Airport, CO
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D EGE
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: On climb out eastbound on the Gypsum departure to the east we got a momentary 'terrain terrain' as we passed through approximately 11;000 feet MSL.Rapidly rising terrain on the departure to the east to a mesa created the momentary warning.Suggest to all crews when departing to the east to maintain 220 knots until 15;000' MSL. By doing this we should achieve a better climb rate.




Synopsis: Air carrier Captain reported receiving a short duration GPWS terrain warning departing EGE to the east.
Date: 201910
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Dangerous goods package with ICE were secured with one straps only and it were not secured in all directions.




Synopsis: Airline Safety Officer reported Dangerous Goods cargo insufficiently secured for air transport.
Date: 201502
Local time of day: 0601-1200
Location: FXE.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 350
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I sat on the tarmac at the FBO over 45 minutes after receives my IFR clearance for departure.  Every time a pilot would request taxi clearance Ground Control's reply was to hold all taxi request s until she had handled all incoming traffic.  There must be a better system.  Separating the areas of the ground among different controllers; or build another runway to allow more timely landings and departures.  I have flown at this airport many years both for training and general aviation use.  They need some help.




Synopsis: Despite having an IFR clearance and ready to depart FXE; the pilot of a Cessna 350 was held for over 45 minutes as ground control advised no taxi clearances for takeoff would be provided until all inbounds were handled. In the reporter's experience this is not uncommon and needs to be addressed.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I closed the L1 Door before departure and did not arm slide. On arrival at gate I asked another pilot to open L1 Door for ground personnel who were waiting in the jet bridge. He opened L1 door and slide fell out of door onto the jet bridge but did not deploy.




Synopsis: A B767-300 L1 escape slide fell out of the door at the arrival gate after a ferry flight. The door was closed but the slide not armed prior to departure.
Date: 201902
Local time of day: 1801-2400
Location: BOS.Airport, MA
Weather elements / visibility: Icing
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BOS
ATC / advisory: Tower BOS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Ambiguous

Narrative: We were on approach to the Boston Airport and encountered an uncommanded roll of the aircraft above approximately 1000 ft. We executed a go around due to the numerous aircraft faults with AOA probe fails; stall protection failures; etc. To assess the situation and run the QRH procedures. After all of that was accomplished we landed uneventfully and taxied to the gate in Boston. At the time there was a lot of light to moderate rime icing in the area. The event most likely occurred either because of wake turbulence from the aircraft in front of us or due to the icing in the area.




Synopsis: ERJ-190 reported executing a go-around at BOS airport after experiencing an uncommanded roll approaching 1000 feet. Cause of the roll was undetermined; but could have been related to a wake encounter or icing conditions.
Date: 202010
Local time of day: 1201-1800
Location: DEN.Airport, CO
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At some point soon after leaving our cruise altitude; we were given a 'good rate of descent' request and we were still a good distance from the TOD (Top of Descent). As a result of this request; I (the Pilot Flying) selected V/S (Vertical Speed) and dialed in a descent rate of 2;500 fpm. Where were assigned an altitude lower than FL 270. During the descent and around FL 280; we received a 'descend via the TBARR ONE'. I re-cruised the FMC for FL 270 as we were a good distance from the restriction at BBRRO at FL 270; but I did not arm VNAV. I was watching as we were approaching FL 270 but it did not stop at FL 270 because I was still in V/S. We immediately told ATC and he told us to just make the next restriction on the STAR. I should have engaged VNAV and the Pilot Monitoring should have caught that I neglected to do so. ATC should limit giving a 'descend via' clearance when you are so close in altitude to an altitude restriction.




Synopsis: First officer reported that while assigned a descent below FL270; they were reassigned to descend via the TBARR STAR too late to arrest the descent.
Date: 201903
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Cockpit Lighting
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: With all the talk about the MAX MCAS (Maneuvering Characteristics Augmentation System) System and looking at the Runaway Stabilizer QRC (Quick Reference Checklist); the 737 Stab Trim Cutout switches are not adequately illuminated. While it is easy to assume that you would find the switches from muscle memory; if you are in an upset; at night; with a poorly lit cockpit; one shouldn't assume that you could find the stab trim cutout switches to cut off a runaway trim situation or to deal with an errant MCAS system. Couple in the fact that it is a similar two-part action to cutout the trim switches as well as engine cutout switches; once again; at night; in an upset; from a human factors standpoint; one may inadvertently try to or actually cut off the engine switches instead. This is another design flaw with the 737 that needs to be looked at.




Synopsis: B737 Captain reported poor lighting of the aircraft center console.