elihoole/asrs-aviation-reports huggingface dataset:
Date: 201906
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Collapsible wheelchairs with lithium batteries continue to be loaded on aircraft creating an onboard fire threat.




Synopsis: Ramp Agent reported lithium ion powered wheelchair not configured for cargo air transport.
Date: 201512
Local time of day: 1801-2400
Location: DFW.Airport, TX
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DFW
Aircraft component: Galley Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On taxi I smelled smoke and realized it was coming from the first class oven. I slowly opened the oven door and saw flames at the back of the oven. I immediately closed the oven door and called the Captain to advise him of the issue. The number 3 smelled the smoke and came to the first class galley. I advised her of the issue and asked that she get the nearest fire extinguisher. Then with the Captain on the phone and after 5 minutes passed and the oven no longer felt hot to the touch I slowly opened the oven and the fire had gone out.The caterer has not been providing the liner inserts for the ovens. This is a new occurrence and when I noticed they were missing I told the caterer in order for us to be able to serve the nuts and cookies and heat them in the oven we needed the insert liner because without it the oven becomes a fire hazard. On the flight in question I put the nuts in the oven before takeoff as I always do and completely didn't notice the insert liner was not present. When I smelled the smoke and opened the oven door I knew why; the lids of the nuts were on fire they had been sucked up into the fan which was exposed due to the absence of the liner insert.There is a miscommunication between the caterers and the company. The first time I noticed this I asked the caterer why the insert liners were missing and he said this is not a dinner flight you don't need the ovens and I advised him that yes we do; we have nuts and cookies that need to be heated.




Synopsis: A321 Flight Attendant reported noticing smoke and fire in an oven during taxi. Contributing to the fire was the oven insert liner; which is provided by the caterer; was missing.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Spoiler System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While en route after being given direct; the roll spoiler inboard hydraulic caution light illuminated. All quantities and pressures of hydro were good. We accomplished the appropriate checklist and slowed aircraft below 200 KTS. I transferred controls and flying duties to the First Officer and contacted our Dispatcher to explain the situation and continued to ZZZ. Took back control of aircraft; were now on with Approach; declared an emergency and requested the long runway. First Officer contacted the Flight Attendant and made her aware of the problem; no brace was required. Made a normal approach and landing; the emergency equipment met the airplane and we told them thank you and no further assistance was needed. We taxied back to gate. Problem with cannon plug is what Maintenance told me.




Synopsis: DHC8 Captain experiences a 'ROLL SPLR INBD HYD' caution light approaching the destination airport. The QRH is complied with; an emergency is declared; and an uneventful landing ensues.
Date: 201507
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Working sec 15 BGD LO; Aircraft X was handing off to me with (-MERVY) in the fourth line of the data block. Unaware of what that meant; to my knowledge it was not approved fourth line data. I called ZFW 47 Falls High and inquired of what that meant. He then told me that it meant he was direct MERVY; I said roger and hung up. I then took the handoff and inquired the aircraft to where he was proceeding direct to; the flight plan was showing that he was direct AMA; Aircraft X told me he was going to MERVY and I asked him to spell it; he said 'roger MIRVE;' I then realized what the fix was and updated the flight plan. Controllers need to stop making up fourth line data and use approved fourth line data; this seems very common now days for controllers to do this; and it actually makes it more difficult and takes more time than if you would just call and verbally coordinate.




Synopsis: ZAB Controller saw something in the fourth line of the data block that he did not know the meaning of. Reporter called other Controller and was told. Controller then received aircraft on frequency and asked where it was going. Reporter then had pilot spell the name. Reporter then knew where the aircraft was going. Due to misspelled intersection; Controller had no idea where the aircraft was going. Controller wants people to stop putting information in the fourth block unless it is approved.
Date: 201909
Location: RPLL.Airport, FO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: This [report] is informational due to a recurring issue with MNL Radar Control providing inappropriate radar vectors to final on ILS Runway 24 into MNL. On this particular flight we were in IMC when ATC gave us a clearance to fly heading for intercept; descend to 3;500 ft until established; cleared for the ILS Runway 24 approach while we were approximately 27 DME from ZZZZ at 7000 ft. We intercepted the LOC and tracked inbound at 7000 ft the MVA per 10-1R until 15 NM out. Glideslope capture occurred at 23 NM out on ILS (8 miles prior to next lower MVA of 3;500 ft.). Looking at ILS Runway 24 the approach begins at ZULU 10 DME ZZZZ. The issue here is ATC is giving pilots a clearance that puts unsuspecting pilots in a bad situation descending on the ILS from 7000 ft and 23 DME while established on the LOC but not on a published portion of the approach; leaving us unprotected from terrain clearance assurances according to the MSA; MVA; or Published IAP procedures.




Synopsis: Flight crew reported Air Traffic Control instructions may mislead unsuspecting flight crews to unsafe descent on approach.
Date: 201409
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: GPS & Other Satellite Navigation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
When detected: Other Not stated
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I loaded our flight plan into the GPS with a wrong fix; KA12Q vice KA21Q and missed the mistake. The 12Q fix is in the same general direction and is about the same distance. Maybe it would make sense to change the name of one of these fixes because it is very easy to transpose 12 and 21 while loading GPS and it is not an obvious mistake because of their proximity.This mistake will happen again if this change is not made.




Synopsis: An MD-82 pilot reported entering fix KA12Q vice KA21Q while entering the flight plan route in the GPS. Although unstated; it appears a track error resulted and was corrected by ATC.
Date: 201712
Local time of day: 1801-2400
Location: A11.TRACON, AK
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E A11
ATC / advisory: TRACON A11
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: A B737 came over on the RNAV arrival. I was working my other aircraft when the B737 called to ask for clarification on what he was supposed to be doing. At that moment; it was clear the B737 was off the ground track for the RNAV arrival. It wasn't clear at the time if it was his clearance for the arrival that confused him or what. I began to give him a turn when I realized he had already descended below the MVA (Minimum Vectoring Altitude). In the same transmission; I asked if he can maintain his own terrain and obstruction clearance. He said he could; so I gave him a vector and altitude he currently was at to maintain. An hour or so the pilot called to apologize; and say it was their mistake they had come off course from the RNAV STAR.




Synopsis: A11 TRACON Controller reported they did not notice an aircraft had flown off course and into an area below the Minimum Vectoring Altitude.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight; Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: We taxied and held for a ground stop. While sitting on the ground a noxious odor came through the cabin quickly. It filled the entire cabin and cockpit in less than 30 seconds. The pilots called the flight attendants to see if we knew what the odor was. We walked through the cabin and determined it was not coming from a passenger. Flight attendants kept in touch with pilots throughout situation. Pilots cut off bleed air and the odor diminished. Flight Attendant 1 and 2 informed pilots that we both did not feel well. We complained of being lightheaded; dizzy; burning eyes; chest pain; headache; foggy; pressure in head. Pilots called back and said we may return to the gate but they would wait to see about the ground hold. Five minutes later the Captain made an announcement that we were cleared for takeoff. Both flight attendants thought we were going back to the gate. Passengers were complaining the entire time of the odor event as well. One woman thought the airplane was on fire. During flight; the flight attendants symptoms got increasingly worse. After landing; flight attendants told the pilots that we were calling this in as a fume event. They said; 'Well; what do you want us to do; write it up? We don't even know what to write it up as.' Management met the flight and really didn't know what to do either. They said they could call paramedics if we felt like getting checked out. Medics came and took us to the hospital. Both flight attendants had extremely high blood pressure. No one with the company checked on us. We were told that if we called in sick for our next trip the following morning; we would be penalized. The Company needs to take this seriously. I could possibly have on going health issues regarding this event. What if the passengers get sick? The pilots should have returned to the gate to have the plane checked out. They smelled the odor too; but were so concerned with making their flight home that they decided to put our health aside and fly an airplane with an issue. No one has followed up with me; even though it's procedure that someone will.




Synopsis: ERJ-190 Flight Attendant reported noxious odor in passenger cabin during ground stop prior to departure and during flight. Flight attendants experienced health issues; and received numerous passenger complaints.
Date: 202001
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 40;000 ft. MSL we experienced the Cabin Altitude Warning horn and light. We accomplished the immediate action items; the QRC and the QRH for Cabin Altitude Warning; and Emergency Descent. We started an emergency descent to 10;000 ft. MSL. The cabin altitude was at 11;000 ft. The oxygen masks did not deploy. The cabin altitude was controllable in manual and soon was below 8000 ft. and descending. We continued to [destination] at 10;000 ft. We briefed the flight attendants and made an announcement to the passengers. The rest of the flight was uneventful.




Synopsis: B737NG Captain reported a safe landing following loss of cabin pressure at FL400.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Trainee
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Successfully pre-flighted aircraft for IFR Cross Country with instructor out of Flight School. No anomalies found in run up. All instruments in green through duration of start-up; taxi; run up. Magnetos within tolerances; idle check within 600-800 RPM. Briefed all applicable checklists; including emergency procedures.Took off from Runway XXC after cleared for departure [by] Tower. [At] approximately 500-700 feet AGL; engine RPM drastically dropped from full throttle to 2200 RPM; and engine ran rough. All instruments still showing in green: Fuel flow; EGT; fuel level; oil pressure; oil temperature all nominal. No annunciators appeared. Instructor immediately took control of aircraft; and leveled off; requesting priority handling with Tower (2 souls on board; full fuel 4 hours remaining). Aircraft was able to maintain altitude; and entered right traffic for XXC. Cleared to land by Tower; and landed aircraft successfully with power. Escorted off runway by [airport] services back to Ramp; and immediately squawked aircraft to maintenance.




Synopsis: C172 pilot reported an engine RPM drop during takeoff resulting in an expedited landing.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On departure the nose gear failed to retract associated with a Gear Disagree message. We made contact with ATC; requested and were given clearance to maintain 10;000 feet. It was the FO's leg so I was running the QRH. I should note that I have had gear problems in the plane and sim; but they were all when the gear failed to extend. While running the QRH I became confused when it seemed it was directing me to perform an emergency gear extension with the gear handle still in the UP position. I had the FO read over it with me and he too; was confused. I decided that I must be misreading it and so I elected to put the gear handle back down which worked and we returned and landed without incident. It was only later; after I was able to do some research that I concluded I had performed the procedure incorrectly.This was caused by me not trusting myself better.  I was reading the QRH correctly but I had an expectation bias as to how it should be done; which lead to confusion and self-doubt.Like most things that happen in life; I tried to turn this into a learning experience. I have not been a captain very long; I am still getting adjusted to life in the left seat. We had no reason whatsoever to be in a hurry; and yet I felt rushed. I think it was simply because the adrenaline was pumping. We probably had enough fuel on board to hold for 3 hours and the weather was VFR. It is possible that I could have held for 20 minutes and still gotten it wrong. Or; I may have said to myself; the QRH still doesn't make any sense to me; but I am going to just do what it seems to be telling me. So; don't be in a hurry if you don't need to; AND trust your ability to read and do the QRH.




Synopsis: CRJ-200 Captain reported confusion with the QRH procedure when the nose gear failed to retract after takeoff.
Date: 201605
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb; Cruise
ATC / advisory: Center ZOB
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Filed route was KPTK LAYNE ZZZ ZZZ1. Our clearance was KPTK LAYNE BNNET MBS ZZZ ZZZ1. We failed to put BNNET in the FMC and after LAYNE ATC noticed we were not tracking to BNNET. We were given a heading to get back on assigned routing.


Second narrative: We had checked the FMS for proper route before the clearance. We then loaded the routes in the FMS and IPADs but then checked and talked about the new route using our IPADs and never rechecked the FMS boxes. It was a slip of using one technology for another except one flys the aircraft and the other doesn't.


Synopsis: G550 flight crew reported they entered the route incorrectly in the FMS.
Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taking off we had the Takeoff Configuration warning bell go off at 100 kts. Performed Rejected T/O procedure. Exited Runway and completed the checklist. We were not in the caution range and it said to cool for 25 minutes so we returned to gate to have maintenance determine why the configuration warning came on.  We were properly configured and had done the takeoff configuration test on the Final Items checklist and also the warning didn't come on until 100 kts; not when the thrust levers were applied. Maintenance fixed the problem and we continued to [our destination].




Synopsis: B737 Captain reported experiencing a configuration warning during the takeoff roll. A high speed rejected takeoff was safely accomplished and the aircraft returned to the gate for maintenance action.