elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737-900
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown; Physiological - Other; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Near the end of our flight; The B and the D [flight attendants] were finishing cleaning up the main cabin from the inflight service. I was in the aft galley cleaning up/putting things away. They had used a cart to pick up trash; it was a full 900. They barely made it into the galley and [FA D] asked if we felt the plane moving. I think we all said it felt like negative G's. Then [FA D] said she felt like she was going to pass out as well as she was feeling like she was going to vomit. All lavs were full at that moment; so she sat down on jumpseat with a big grey bag. All three of us were experiencing headaches; an odd strange feeling in our mouths; and we were all cognitively foggy/fuzzy. [FA D] phoned the pilots and they descended quickly and had an expedited landing. Paramedics met the aircraft to take vitals. We were requested off the airplane as they were finishing up. As we were waiting for new gate/plane; we spoke with supervisor on line as well as scheduling. We were told that we were physically unable to continue flying that night and had to go to [a] medical center. Possible other events may have occurred; but that is all I could recall as we were not functioning cognitively at 100%. We were taken back in the ER immediately and given pure oxygen. Blood work ran per discharge paperwork. We all had elevated Carbon Monoxide poisoning levels. We all experienced the symptoms of headache; dizziness; weakness; confusion; (possible) fainting; nausea; (possible) vomiting; chest pain; shortness of breath; and we all had strange effect in our mouth.




Synopsis: A B737-900 Flight Attendant reported that the flight attendants experienced headaches and became cognitively foggy and fuzzy during flight. Shortly after the flight landed; reportedly; they were all administered oxygen and all exhibited elevated carbon monoxide levels in their blood.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During our Safety Check; my First Officer discovered that is O2 mask would not test properly. He removed the mask and discovered that some type of adhesive had been placed on the flow control knob. When the mask was removed the O2 flowed continuously due to the 'press to clear' button being glued in. The flow continued until the door was closed and the 'press to test PB was reset.' We lost approximately 100 PSI of O2 in the process. Maintenance was called; write up was entered in can; and flight was delayed. Mechanics were unable to rotate the flow control knob or make the PB function properly. Additionally; I had to write up burned out light bulbs after a LC2 check. The mask would not have functioned properly in flight. I suggest we get some experienced mechanics. Stop 'pushing' mechanics.




Synopsis: A CRJ700 First Officer found that his O2 mask had an adhesive on the flow control knob causing the O2 to flow continuously when O2 compartment doors were open.
Date: 201604
Local time of day: 0601-1200
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Distraction; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Airport; Company Policy; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: Gate is on XX. Only on the CRJ-700 aircraft. With several conditions.1. Taken too long to shut down engines when arriving at gate and park.2. Holding up traffic.3. Traffic from baggage is congested because engines are facing the tunnel way for exiting.4. Took eight minutes to shut down engines.5. People are getting impatience and ignoring the engines running.6. This is a main road. When tied up too long the traffic can get very congested. There are four entrance ways that lead to the bag room as well as the tunnel to transport bags to and from the bag room in a timely manner. We need to see if we can get the engines turned off as soon as possible; or it will interfere with our operations.




Synopsis: A Ramp Agent discussed an unsafe condition caused when aircraft engines are not secured quickly after an aircraft gate arrival near a main road. People become impatient and baggage handlers get too near the aircraft.
Date: 202005
Local time of day: 1201-1800
Location: GVT.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G GVT
ATC / advisory: CTAF GVT
Second aircraft: Global Express (BD700)
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Other Person
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Aircraft; Airspace Structure
Primary problem: Ambiguous

Narrative: While in the traffic pattern for runway 17 at Majors Field; I was giving a currency check to a pilot. We had turned left base and was on final approach to runway 17 approximately 1;000 ft. from approach end of runway 17 GVT at an altitude of 300 ft. AGL. I was looking at the touchdown point and not looking down the runway. Another aircraft; on the ground preparing to takeoff on runway 17 announced on the CTAF ' Aircraft on final for 17 you'd better go around; there is a jet landing on 35'. I looked down the runway and sure enough a twin engine aircraft (later to be identified as a Bombardier Global Express; model BD-700); was about to touchdown on runway 35. Upon realizing the hazard I immediately executed a go around on runway 17; started a climb and side-stepped to the west of the runway.The Majors tower was closed and we were using CTAF (118.65 MHz) to make traffic calls (i.e. downwind; base; final). The wind was light & variable; no ceiling; visibility greater than 10 miles.The Global Express aircraft did not use the published CTAF for GVT because neither the pilot with me nor the aircraft awaiting to takeoff on runway 17 heard any calls from the Global Express.While not a life threatening situation; it was very unprofessional of the pilot of the Global Express to not know what frequency to use to make radio calls when the tower was not in operation. Had he made the proper radio calls I could have easily maneuvered to accommodate the Global Express to land on runway 35 without have to execute a missed approach to avoid a collision on the runway.




Synopsis: Archer II instructor reported a critical ground conflict during landing with an opposite direction landing NORDO aircraft.
Date: 201502
Local time of day: 0001-0600
Location: IND.TRACON, IN
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C IND
ATC / advisory: TRACON IND
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction; Confusion; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approach control tried to demand that I take a visual to follow other traffic. It is my policy not to do so; especially at night. I informed him of this as soon as he tried to assign it to me. The controller became irate and greatly distracted me during a critical phase of flight.The controller demanding I take over the horizontal separation requirements for my visual approach.Approach controller should not over expect that an aircraft will accept a visual approach to follow other traffic. Instead; he should expect a visual to the airport or runway. He should always expect to be responsible for horizontal separation.




Synopsis: Pilot reported an Approach Controller demanded he accept a visual approach to follow other traffic.  When the pilot refused the clearance; the Controller became irate; causing distraction during a critical phase of flight.
Date: 201212
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff roll the right engine would not maintain 1.59 EPR. The right engine rolled back 2 times after attaining 1.59 EPR. We where at 60 KTS and I (pilot not flying) called out 'Right Engine is not making Takeoff EPR.' When the takeoff was discontinued: The thrust levers where at over a two knob split. Both engines started under 400C and looked to be strong; until takeoff power was set and the right did not make power.


Second narrative: On takeoff roll set takeoff power on both engines; right engine wasn't producing proper power; went to 1.59 EPR then started to roll back; tried to push up throttle but engine continued to roll back without producing takeoff power- aborted the takeoff at 60 KTS; no other issues. Returned to gate.


Synopsis: B757 flight crew experiences fluctuating EPR on the right engine during takeoff and the Captain rejects the takeoff.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap/Slat Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon selecting 25 flaps for landing; TE flaps disagree message and flaps remained at 20. Go-around executed. Checklist accomplished. Emergency declared; normal uneventful landing flown by First Officer. Flaps left as is. Written up and debriefed Maintenance.




Synopsis: B767-300 Captain experiences a TE flap disagree EICAS message when the flap handle is moved to 25 and elects to go around. QRH is consulted and flight returns for a 20 degree flap landing.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Carrier
Operating under: Part 135
Mission: Ambulance
Flight phase: Parked
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Confusion; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: [I was] performing scheduled maintenance. Airworthiness Directive (AD) required on Hydro Mechanical Units (HMU) on Number 1 and Number 2 Engines; which required removal of HMUs and several cannon plugs. [I] complied with AD and other maintenance. [I] installed HMUs. Other technicians (four) checked-over work performed and checked HMUs for correct installation and Foreign Object Debris (FOD). Pilot performed a detailed preflight to check for FOD. [I] prepped aircraft for a ground run/leak check to check operation of HMUs. [I] applied power and 'Caution FLI/No Tq' indication on Number 2 Engine side. [All] four Technicians removed cannon plugs; cleaned and reinstalled. [I] applied power with no caution. [I] performed successful ground run. [I] performed a check flight; while landing at Base; same cautions appeared. Removed cannon plugs and torque (Tq) pickup; cleaned reinstalled; ground run OK. Check flight OK. Training performed 1.5 check ride with no cautions. Several times aircraft is run and positioned on dolly for bad weather; no problems. I am off on my scheduled days; will cover for Mechanic Y [when I return]. Go to aircraft to troubleshoot and meet Engine Manufacturer Technical Representative and Mechanic Z. After several hours troubleshooting; I look at #2 Engine for the 3rd time and notice that a cannon plug to the Stepper Motor (hard to see); (a hard line and two other sensors and cannon plugs are over top of this); is not seated all the way. [I] managed to get it secured all the way. Applied power and all systems are normal; No 'Cautions.' [I] checked Number 1 Engine for exceedances. Aircraft released for return to service. Was told this has happened on another occasion with same results. [Recommend] better lighting; removal of cowlings; fire walls and etc.; to get a better look; bigger mirrors.




Synopsis: After engine ground runs; flight checks and several hours of troubleshooting for a recurring Caution FLI/No Tq (torque) indication on a Eurocopter helicopter; an Aircraft Maintenance Technician (AMT) notices a cannon plug to the Stepper Motor on Number 2 Engine was not seated all the way. Same issue happened before with same results.
Date: 201904
Location: ZZZ.Airport, US
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Manuals; Procedure
Primary problem: Human Factors

Narrative: While installing a leading edge slat drive rotary actuator on the left wing Number 5 slat I realized that when I did the same job on another day on this Aircraft X on the right wing Number 6 leading edge slat that there was a spacer that was not installed on that actuator. The missing spacer will be installed before further flight; a write-up has been made.




Synopsis: Technician working on a B757 discovered missing spacer on wing leading edge slat actuator.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Climbing through 11;000 FT 'cabin altitude warning' came on. Leveled the aircraft at 12;000 FT and started looking at the problem. Reset the bleed switches for the engines and could hear air back in the cabin; but pressurization would not come back to normal. Descended the jet back to 10;000 FT...ran the checklists and decided to return to [departure airport] because aircraft would not pressurize. [Advised ATC] of an overweight landing. Informed the cabin crew and passengers; normal approach and overweight landing. All items were written up in the logbook for [maintenance].Not sure why the jet didn't pressurize after restored airflow and could not continue in that condition.Be more aware of the pressurization earlier in the climb.


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


Synopsis: B737-800 flight crew reported returning to departure airport when they were unable to control cabin pressurization.
Date: 201808
Location: F11.TRACON, FL
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B MCO
ATC / advisory: TRACON F11
Second aircraft: B737 Undifferentiated or Other Model
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: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On the CWORLD Arrival to Orlando we were separated [from] another 737 by 7 miles. At CWORLD we encountered increasing intensity wake turbulence descending through 12;000' to MCO. At one point the aircraft rapidly rolled right approximately 40+ degrees of bank with the autopilot connected and LNAV and VNAV engaged. I promptly disconnected the autopilot and rolled wings level. During the upset the EGPWS (Enhanced Ground Proximity Warning System) announced bank angle but the upset was quickly corrected.  After recovery I offset the arrival by .5 miles to the right of course for about 10 miles while we connected the autopilot again in HDG and Vertical Speed.  The alarming issue however was not so much the upset but the cavalier attitude of air traffic controllers. When we announced the lateral deviation due to wake turbulence they said we were 'only' following a 737 and he was 7 miles ahead of us. They did not believe nor did they take seriously the fact that we encountered wake turbulence strong enough to roll us to 40+ degrees of bank rapidly by 'just a 737'.




Synopsis: B737NG Captain reported encountering wake turbulence 7 miles in trail of another B737 on descent into MCO that rolled the aircraft into a 40 degree bank.
Date: 201707
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I'm writing to voice a concern I have with the 737 FMCs. I've had three major; and many minor; lock up problems in the past year.Each time in the past; I was in VMC weather and went to raw data. I completed the arrival/approach with nothing more than higher workload. This past [event] I encountered wind shear and confusion in the cockpit because the FMCs again went into a mode rendering them inoperative at the worst possible time (magenta line going away; flight directors unusable; FMC key pads locking up; nav data unusable either from blanking or simply not functioning). I've written two of these up and found no satisfaction that the problem would be fixed. I brought this up in recurrent [training] and the instructor found [someone] to explain what was going on. He said it was a software problem and it would be fixed in two months. Six months later; same problems.The so-called momentary blanking; for me and others in the classroom; is a puzzle. It might be 2-3 seconds or 30-40 seconds --you never can tell. This has always happened in high work load areas; not allowing me to troubleshoot the system -- if it's even possible.I have 31 years of FMC aircraft experience and never found it this bad. To say I'm having trust issues with the FMCs is an understatement.




Synopsis: A B737-800 Captain reported that the FMCs are blanking and locking-up.