elihoole/asrs-aviation-reports huggingface dataset:
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Storage System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were reassigned last minute to this flight due to [Out of Duty time] timeout from previous flight block time. We both had a lot of problems getting our paperwork from pilot mobile. The flight didn't auto populate like usual; we had to manually enter the flight number; origin; and select all flight to get finally get the paper work. Upon downloading the release; we realized the prior Captain has already signed for it. Captain placed a call to Dispatch; and the Dispatcher manually enter the required info and said it was successful. During review of the release; we both saw there was a previous write up with the right tank indicator showing 9;000 LBS. After pushback and start; we were informed fuel pouring out of the right vent. We elected to shut down and tow back to the gate. [Maintenance logbook] writeup was entered and Maintenance came to test the valve. It passed the test and tank was sticked to confirm quantity. Aircraft was release for flight. During climbout; FA (Flight Attendant) called to inform us a customer reporting fuel streaming out of the wing since initial right turn out of ZZZ. We stopped our climb and investigate. A call was placed with Maintenance control. We informed them of the issue and that we were concerned with the leak; quantity; and thinking about air return. Discussion was made and Maintenance said to go ahead and air return. [ATC was notified] and we landed normally slightly overweight at 148.0. Overweight landing and fuel leak writeup was entered into [logbook].


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


Synopsis: B737 flight crew reported a passenger spotted fuel leaking from the wing.
Date: 201601
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Preflight planning
Aircraft component: Electrical Wiring & Connectors
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Arrive at aircraft to find the entire left side on the inflight entertainment system is MEL. Called maintenance to find out the circuit breaker in the E&E popped and was reset and popped again and believed to be a dead short. I asked about the damage to wires and they did not know because they did not check it out. The plane had been flying for 3 days and was to fly 3 days more. I asked if the short was a burnt or cracked wire that was in the bundle of wires for the left side of the entertainment system. They did not know and need 3 hours just to answer that question.I have no access to the circuit breakers in the cockpit to isolate the left side of the entertainment system. I feel if the entertainment system had a short; why didn't they shut off the whole system instead of risking the chance of an inflight fire? This is what caused the [an air carrier] fire [some years ago].I was pressured to take the plane; but refused. I am expecting the company to retaliate; but I stand by my decision. In 30 years of flying and almost 20 years with this company I have never refused an aircraft; but I had to.




Synopsis: B757 Captain refused an aircraft because of uncertainty about the integrity of the entertainment system wiring that could possibly pose a fire hazard.
Date: 202107
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: Mixed
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after capturing the VNAV for descent into ZZZZ from FL450; when the auto throttles reached idle power; there was a loud bang followed by intense airframe vibration and noise. When I looked at the engine instruments the left Turbine Gas Temperature (TGT) was indicating in the amber arc and bouncing into the red. Based on the fact that the vibration and noise was increasing in intensity I made the decision to shut down the left engine with the fuel cock. After shutting down the engine the noise and vibration stopped; and everything was normal. We ran all pertinent check lists and after [advising ATC] continued on to an uneventful landing in ZZZZ. I feel that I may have acted prematurely in shutting down the engine so quickly but based on the intense noise and vibration; along with elevated TGT I was worried that the engine was going to come apart. I still have no information on the engine as mechanics have not been able to make it here yet.




Synopsis: Captain reported left engine temperatures were fluctuating mostly in the red arc and elected to perform an In Flight Shut Down and continue to destination airport to perform a precautionary landing.
Date: 202012
Local time of day: 1801-2400
Location: ELP.TRACON, TX
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ELP
ATC / advisory: TRACON ELP
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Chart Or Publication; Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: Flight departing ELP. Flight crew input the flight data into FMS noticed that the RNAV and VOR approaches for Runway 26L was missing the last fix in the approach procedure (the runway); finding a discontinuity from MAF (waypoint in the RNAV) and the runway from WANUN and the Runway 26L; 0.7 DME. We were cleared for the Visual Approach into Runway 26L. We continued to use the RNAV Runway 26L data in the FMS as a reference to the final Approach Course in VMC conditions. All worked as predicted LNAV mode capture GP mode capture with coupled Auto Pilot. Prior to MAF the Autopilot was disconnected and a normal landing performed. No additional flags; or master caution alert nor altitude alert were observed. the flight proceeded normally to the gate. Upload database corrections to this software version.




Synopsis: An air carrier pilot reported a fix missing in their FMS database for RNAV and VOR approaches to Runway 26L at ELP airport.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken

Narrative: We landed on Runway 27R in ZZZ. The landing; runway exit; taxi in to Gate and parking were all normal. After the passengers deplaned; I was advised that ZZZ maintenance and the ground crew discovered damage to the left engine. The water service panel door was torn away from the fuselage and they found it in or near the engine. Before departing the aircraft; I made a write up in the Aircraft Maintenance Log and telephoned Dispatch and [Technical Operations]. Local [Company] Operations advised ATC of the possibility of FOD on the runway and/or taxiways.We are unsure why this event occurred. None of the flight or cabin crew can recall any adverse engine indications; engine noise or vibrations at any time during the flight.


Second narrative: After a very routine flight and landing; and after gate arrival at ZZZ; maintenance personnel advised they had found left engine damage and the potable water access door missing. Made a log book entry; notified Dispatch and Tech.


Synopsis: Air carrier flight crew reported Maintenance found damage to service door and engine of aircraft after taxi-in to gate.
Date: 201506
Local time of day: 1201-1800
Location: NKX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: F/A 18 Hornet/Super Hornet
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Ground NKX
Reporter organization: Military
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After clearing RWY 24R after landing; I believed to be cleared to the CALA (an area back across both 24L and R). Approaching RWY 24R; I switched from ground control to tower and called preparing to cross 24L/R. Understanding I was cleared to cross both runways and without any reply from the tower controller; I began crossing 24R. Tower then advised me to hold short 24L which I did. After crossing 24L; I was told to contact the local ATC number. After reviewing the tapes; it was deemed I had been involved in a runway incursion on 24R. 24R is a runway that is currently unusable for the first 4000 feet and to landing traffic. I attribute the confusion to my unfamiliarity with the airfield and multiple similar call signs taxiing at the same time including one that was opposite direction to me on the same taxiway with similar taxi instructions.




Synopsis: F/A-18 pilot reports misunderstanding a taxi instruction to cross Runways 24R&L at NKX which was not the case. Many similar call signs were in use at the time.
Date: 202001
Local time of day: 0601-1200
Light: Daylight
Aircraft: EC135
Mission: Ambulance
Flight phase: Takeoff / Launch
Aircraft component: Main Rotor
Component problem: Malfunctioning
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Rotorcraft
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Pre-takeoff
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After landing at ZZZ and bringing the engines to idle I noticed a whishing sound coming from the main rotor system.  There weren't any associated vibrations.  The medical crew did their walk around and after getting in; the flight nurse also stated that she heard the same noise.  I brought the engines to flight and the noise was still present but not as noticeable.  Looking at the disc path plane revealed nothing.  I raised the collective enough to get the nose to raise and almost immediately plastic sheeting was seen leaving the main rotor system.  I shut the helicopter down.  Upon walk around plastic sheeting was observed on two of the main rotors; three of the fenestron blades; on the stator vanes of the fenestron and on the protective covering over the oil cooler intake.  The helicopter was placed out of service and maintenance was notified.  The mechanic inspected the aircraft and an operational check flight was completed.  No damage was found.  I never saw where the plastic entered the rotor system.  There was a construction dumpster underneath the helipad that was only partially covered.  There appeared to be a similar type of plastic in it.  Make sure that the helipad and surrounding area is free of FOD and that any sources of FOD are secured.




Synopsis: EC135 pilot reported that FOD became caught in rotor blades during landing.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Auxiliary System Ram Air Turbine (RAT)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I entered the cockpit for preflight and the aircraft was completely shutdown; with no electrics at all. I checked the maintenance status and it was clean. I used the checklist to perform the Safety and Power On procedure: Maintenance Status/Checked; BAT Switch/ON...I reached up to turn on the battery; found the cover; lifted it and pressed. [Unfortunately;] I had pressed the RAT switch instead of the BAT switch and the RAT dropped. Certainly; inattention to detail was the paramount cause. It should be noted; however; that [most] airplanes in our fleet; have a cover over the BAT switch just like the RAT switch. Only the three merging partner aircraft do not. We routinely shut down an aircraft battery at night by lifting the cover and turning the BAT switch off. So we lift the covers a lot. So; in my carelessness; I was looking for a cover to lift to turn on the BAT and lifted the RAT instead. My aircraft that day did not have a cover over the BAT switch! We need to stress in training the similarity of the switches. Plus; we should put covers on the aircraft that do not have them.




Synopsis: A B757-200 Captain; electrically powering up a dead aircraft for preflight; inadvertently deployed the RAT believing the 'covered' RAT switch to have been the BAT switch.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: Other Takeoff
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Human Factors

Narrative: We were performing a 26k takeoff (no temp derate due to winds of 020 at 5 kts.) from ZZZ. The temp was already warm at 33 or 34 per the ATIS. During the takeoff EGT limits were exceeded on both engines. After shutdown in ZZZ1 the Captain made a logbook entry for the over temp (red boxes remaining on the engine display) and maintenance came to the aircraft.High temp and density altitude in ZZZ; high engine times on this aircraft.Cooler temps; a more favorable wind component may have helped. Runway XX was not an option for us due to its shorter length.




Synopsis: B737 Captain reported due to high temperatures and high density altitude at the origin airport; both engines exceeded EGT limits.
Date: 201502
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Aircraft component: Cockpit Furnishing
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Staffing; Aircraft
Primary problem: Aircraft

Narrative: Despite a 'perfect' flight - no significant delays; weather; or deviations - the lack of crew rest on this airplane is a threat to flight safety. The following was excerpted from my fatigue report:As always; the crew used lunch trays and extra blankets to create as much of a lie-flat surface as is possible among the three jumpseats on the back wall of the cockpit. Each of us was given a 2.5-hour rest break. None of us were able to fully fall asleep; at best we were able to doze off on occasion. Because of the complete lack of crew rest on this airplane; by making a make-shift bed along the jumpseats; we block access to the lavatory for hours at a time; and although the operating crew could access the galley; doing so invariably wakes up the pilot trying to rest. In deference to the resting pilot; we keep the lighting in the cockpit to a minimum; making it that much more difficult for the operating crew to remain alert. Even when using the aircraft intercom system; the resting pilot can hear everything the operating crew is saying; despite using earplugs or even noise-canceling headsets. The critical factor is that we're not separated from the crew in any way. No matter what methods are used; someone pays the price - either the dark cockpit makes it more challenging for the operating crew to remain alert; or having the lights up makes it more difficult for the resting pilot to sleep. Either the resting crew blocks access to the lavatory for hours at a time or the operating crew disturbs his rest to use the bathroom. Either the operating crew refrains from using the galley for hours at a time or they wake up the resting pilot as they transit back and forth. Not having a suitable crew rest area is a threat to flight safety; and we have done absolutely nothing on this airplane to improve crew rest in any way since we took delivery.




Synopsis: A B767-300 First Officer makes a cogent and convincing argument for the inadequacy of the crew rest facility provided by his company to allow for meaningful rest; let alone actual sleep. The facility; three seats across the back of the cockpit which must be creatively modified with meal trays and spare blankets to provide a flat surface on which to lie; results in an intrusive domain for both the crew member at rest and the operating crew inasmuch as they are not separated and some compromise must be reached for adequate lighting and activity for the flying pilots to remain alert but dark enough and quiet enough for the resting pilot to...well...rest.
Date: 201604
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While preparing for boarding for flight; Captain (CPT) gave permission to the A Flight Attendant (FA); who then told me to open the 2L door to ventilate the aircraft. After rechecking the door; I opened the door and instantaneously; the slide deployed outward away from the aircraft and toward the ground below. Immediately; I checked visually below the door and around the slide to ensure no one was injured by the slide's deployment. Upon verifying that no one was present below or around the slide; I immediately notified the captain and A FA that the slide deployed upon opening of the 2L door. I then called the Base Supervisor; to notify him of the slide deployment. After speaking with the Supervisor; and then speaking further with the CPT and the A FA; we all noticed the presence of a wire/cord/cable within the 2L door frame area that was not present prior to the disarming of the door. During a follow on conversation (telephonically) with the Supervisor; I explained the presence of this wire/cord/cable that appeared within the 2L door frame area and further explained that the CPT; the A FA and I had taken pictures of the wire/cord/ cable and he asked that I email the pictures to him as soon as possible.




Synopsis: An ERJ-170 Flight Attendant reported that after disarming and opening a cabin door; the slide deployed. After inspection of the door area; a cable was observed that was not present prior to the disarming of the door.