elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: Flight is showing 784 pounds of mail loaded in pit 3; the container of mail was found on gate after plane departed.




Synopsis: A Ramp Agent discovered 784 pounds of mail on the ramp which was listed on the weight and balance of a departed flight.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aircraft Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Attendant
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Aircraft; Chart Or Publication; Manuals; Company Policy
Primary problem: Ambiguous

Narrative: As previously reported; during preflight AED found in closet behind flight deck that is still placarded for AED even though flight manual depicts AED to be located in 1L Storage Space. After discussing with Purser; we agreed it should be relocated to location as depicted in flight manual (in addition to G&G and ANC kits). Since this is at least my 5th report on this same topic; and there has yet to be any direct communication by either the Event Review Committee; the company; or union regarding the discrepancy; I will no longer submit any further reports regarding this topic. Why hasn't a communication been released to all 777 qualified Flight Attendants informing of the transition regarding equipment location; followed-up by a Bulletin?  It's my understanding emergency equipment locations/placement must be accurately documented - not to mention the current incorrect aircraft placarding.




Synopsis: Flight Attendant reported the location of the AED is not in the location depicted on the 777 aircraft placard.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise at FL330 the Lead Flight Attendant called the cockpit and reported 'plastic smelling' fumes in the mid and aft cabins; approximately row 17 forward to row 12. I monitored the conversation on the cabin interphone as well. Very shortly the fumes made their way to the cockpit and the Captain called for O2 Masks ON. I was directed to continue flying and handle ATC after the Captain declared an emergency. As we were nearly at the ETP (equal time point) we decided our destination was the best option for landing. I requested lower altitude and landing south (our last ATIS had the airport landing north). We were cleared direct to the airport. While the Captain ran the QRH a call from the flight attendants reported the smell had dissipated but; shortly after that; the acrid fumes came back and we continued with O2 Masks ON to landing. The flight attendants reported passenger's eyes irritated and burning. We maintained 330-340 KIAS until 6;000 feet at which time I slowed accordingly to make a normal approach and landing. Once on the ground; the emergency was terminated and we proceeded to our assigned gate.




Synopsis: An A320 flight crew declared an emergency and expedited their arrival to their destination when acrid fumes were reporter in the cabin and subsequently in the cockpit as well. After landing no evacuation was made and the passengers deplaned via a jetway at the gate.
Date: 201701
Weather elements / visibility: Turbulence
Aircraft: B737 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: Observer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I commute and spend many hours as a passenger. I am seeing things that I fear will cause [the company] to incur fines and injure passengers. [On one flight] the Captain turned on the seat belt sign three times in the first two hours; each time making an announcement. Not once did a Flight Attendant ever walk the aisles to check for seat belts. About two hours from landing we entered moderate turbulence for nearly an hour. The Captain announced that the Flight Attendants needed to take their jump seats. No one walked the cabin to check for passenger seat belts. During this time I counted a line of 14 passengers standing in the aisle waiting to use the aft lav. I looked to the rear to see if a Flight Attendant noticed this and saw that the galley curtain was closed. The turbulence was solid moderate; overhead bins popped open and those in the aisles struggled to remain standing; yet the Flight Attendants never asked people to sit down nor apparently did they tell the captain that people were up as he never made any announcements.  I spend at least 20 hours each month in the cabin with these crews and I am certain that a serious injury and an FAA violation are just around the corner.




Synopsis: Captain observed Flight Attendants' non-compliance with company policies and FAR's on several flights as a commuting passenger.
Date: 201810
Location: DTW.Airport, MI
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Company Policy

Narrative: During boarding a woman boards; stops beside me; puts her hand over her mouth and then spews vomit everywhere. It got on my uniform; face; hair and in my right eye. I hollered to stop boarding and to pass back napkins. I get the napkins and wipe my eye and hand some to the passenger. I make my way up to the front from about row 6. The A Flight Attendant handles the sick passenger and getting the vomit cleaned up. I go in the cockpit and tell the pilots what happened. They tell me to call my supervisor. None of us know what to do for vomit in the eye. A customer service supervisor comes with a bottle of saline to flush my eye. I've been using [sanitation] wipes to wipe my face and hair. I'm standing in the front galley on my phone with the Supervisor and the agent squirting saline in my eye over a trash can while boarding is continuing. I'm being instructed to continue working and to borrow uniform pieces from my coworkers who are all male. Supervisor finally gives me permission to change out of my uniform pants into blue jeans. I go to the back of the plane; which is now fully boarded; and change out of my vomit covered uniform pants in the back galley with the C Flight Attendant standing guard for me. I was not in my boarding position and was on my phone with a supervisor during boarding. Boarding should have been stopped and I should have been removed from the trip and sent to a Doctor to be checked out.




Synopsis: Flight Attendant reported being ordered to continue working the flight after being vomited on by a passenger during boarding.
Date: 201409
Local time of day: 1201-1800
Location: CKN.Airport, MN
Flight conditions: VMC
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G CKN
ATC / advisory: CTAF CKN
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While inbound to CKN my student and I overheard multiple aircraft on their way to CKN. There was one aircraft on a 10 mile final for 31 low approach; another aircraft overflying at about 3000 feet; then a warrior operating north a few miles out for runway 13. There was also a garbled radio call which I couldn't make out. We proceed outbound to make left traffic for 13. The warrior landed and got clear of the runway; and the aircraft overflying the airport overflew it. We were now base to final making radio calls as we go along and coming in for a landing. On upwind we made a radio call and proceeded to the downwind. On downwind we made another call. The other aircraft for 31 was now two miles out on final. This is where someone on the ground made a radio call and stated that there was an aircraft about our same position. We looked around and saw an aircraft that was lower; at our 2 o'clock position and within 500 feet. I took the controls and turned towards base to exit the traffic pattern and made a radio call telling the aircraft on a 31 low approach he had someone coming the opposing direction. I didn't hear a radio call from this aircraft so I'm assuming they we having radio problems.Maintaining situational awareness in the traffic pattern and scanning more often would be a corrective action because not everyone can be communicating.




Synopsis: A flight instructor and his student suffered an NMAC with another aircraft in an uncontrolled airport traffic pattern.
Date: 201904
Local time of day: 0601-1200
Location: D01.TRACON, CO
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: JAGGR 3 RNAV Arrival and Visual Approach to Runway 16L had already been briefed. ATC assigned 290 knots or better; then charted speeds at DANDD.  During the descent; ATC told us to expect RNAV Z Runway 17R.  We were descending on VNAV PATH while reloading and briefing the new approach.  We did not notice that the aircraft was not slowing adequately to reach 250 knots at DANDD.  A few miles inside DANDD; ATC informed us that we were fast.  The airspeed was 265-270 at that time.  I used speed brakes to slow to 250 knots.  The remainder of the arrival was uneventful.


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


Synopsis: B737-700 flight crew reported exceeding charted speed on the RNAV Z RWY 17R approach at DEN.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight was delayed for a few hours and tail swapped due to original aircraft being damaged in thunderstorm/windstorm. On takeoff roll (305;000 LBS; Flap 15) after 80 KT call; I observed a large orange OFF flag on Captain's Primary Altimeter. My immediate thought was of a possible pitot static problem due to previous storm. I also thought our speed was slower than it probably was and called reject. Shortly after initiating the rejected takeoff; I felt we were slowing with plenty of remaining runway and started manual braking. We taxied clear and coordinated with ground on a safe place to be without setting the parking brake. I asked the First Officer what he felt the high speed reached was and he said 110-120. I was surprised thinking it was closer to 100; but he is probably more accurate. We contacted Dispatch and coordinated with [Maintenance] and were advised to return to the ramp as the altimeter was not deferrable. Working with Ground we did a very slow taxi back to the ramp to allow the brakes/tires to cool. Highest temperature indicated was a 6 on one wheel. By the time we reached the ramp and parked it had cooled to a 5 or 4. Entered items in logbook and Maintenance started working what initially appears to be an ADC problem.


Second narrative: [Narrative 2 had no additional information.]


Synopsis: B767-300 flight crew reported they rejected their takeoff when the Captain's altimeter showed a flag at 110-120 KTS.
Date: 202010
Local time of day: 1801-2400
Location: PVC.Airport, MA
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 4
Light: Night
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E PVC
ATC / advisory: CTAF PVC
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: The Jeppesen Approach Chart for PVC RNAV 7 lists the pilot controlled lights as 122.8. The correct frequency is 122.85.  This resulted in a missed approach at night in IMC. The correct frequency of 122.85 is noted on the airport diagram.




Synopsis: Pilot reported the frequency for operating the pilot controlled lights at PVC airport is incorrect on the RNAV 7 chart.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cockpit Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Work Refused
Contributing factors: Aircraft; Procedure; MEL; Human Factors
Primary problem: Aircraft

Narrative: Aircraft had MEL; flight deck door keypad inop.Procedure is too deactivate the system.[Procedure is that the] Captain briefs the First Officer and Flight Attendant that the automatic unlock function of the flight deck door is inoperative and the door will have to be opened manually.Since I'm not aware of how the Flight Attendant can open the door manually; I contacted dispatch and Maintenance Control on a conference call and asked Maintenance Control how to open the door manually from the cabin. He advised me there is not a procedure to do this.My concern was if the FO (First Officer) and myself would become incapacitated; the Flight Attendant would have no method of entering the cockpit. This would lead to total loss of aircraft. I advise dispatch it would need to be repaired or to find us another aircraft.




Synopsis: A321 Captain reported refusing the aircraft with the flight deck door lock keypad inoperative because there were no provision to manually open the door from the cabin.
Date: 202106
Local time of day: 1201-1800
Location: ORD.Airport, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Human-Machine Interface; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Other Parking
Result: Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation
Contributing factors: Airport; Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: Overshot parking / stop 'T' at Gate. I can't recall another parking gate that utilizes the (automated parking system) system domestically that operates quite like [this] gate at ORD. There is a 10-7 page that mentions this fact. The 'fix' as mentioned in these pages tells pilots to be aware of the parking 'T-Mark'. Problem is; there are multiple markings. Another problem is the poor lighting and obscuration of the markings due to old paint; ramp dirt; e.g. tire markings; etc. Normally pilots are watching laterally for safety area infractions and the Captain for lateral lead-in line guidance and a 'countdown' in feet to a stopping point. The system at Gate X does not provide the countdown and simply changes from lateral guidance to 'STOP'. As mentioned this is wholly unlike other gates. And; the 10-7 page is; for lack of anything else; useless; as the Captain can't see the T-Mark. If the guidance system can't be modified to provide a 'countdown' then at all times a Marshaller should be at the front of the aircraft; wands in hand; providing guidance as if the guidance system doesn't exist.




Synopsis: An Air Carrier pilot reported the automated parking procedure at one of the gates does not give a countdown to stopping like at other gates and requires the crew to use pavement markings. The reporter stated poor lighting and obscured pavement markings make this gate's procedure unsafe and should staff a marshaller..
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Snow
Light: Night
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Electrical Distribution Busbar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Human-Machine Interface; Training / Qualification; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure; Weather
Primary problem: Aircraft

Narrative: 8;000 feet in heavy snow after departing; -7C; we noticed the Caution Light panel LT TRU; L AC Bus; L Elevator Heat and Stall Warn lights illuminated. Based on flight conditions and aircraft condition; degraded deice capability; an emergency was declared and returned to the departure airport. Completed applicable checklists notified Company; Flight Attendant and passengers of our return; special cabin instructions were not required. Our Flight Attendant called the cockpit around the time we noticed the light panel to alert us the emergency lights were flashing. A landing was uneventful; no assistance was required. Uneventful taxi to gate with normal shut down procedures.


Second narrative: This report contains no additional information.


Synopsis: A DHC-8-100 L AC Bus failed after takeoff in heavy snow; so an emergency was declared and the flight returned to the departure airport.
Date: 202012
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: Nose Gear
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Equipment / Tooling; Procedure; Aircraft
Primary problem: Procedure

Narrative: After being notified by Management & Safety about Aircraft X air return was due to a (new) nose gear down lock safety pin installed and 5 each (normal equipment) were found in E&E (electronics bay) equipment stowage. The ETOPS inspection was performed with no need for the use of 5 each landing gear down lock safety pins. At no time was red streamer visible during ETOPS inspection.




Synopsis: Technician reported a B767 air turnback was caused by an additional NLG safety pin left installed.