elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Wheel Assemblies
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Distraction; Time Pressure; Workload; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was asked to finish the build-up a hub for the Q-400 that had already been started and I was told that there was no Component Work Order; and that it would be taken care of later. Upon starting the build- up; I noticed that there was a sizable scratch in the hub. At that time I requested a concession from Bombardier to blend out the damage and continue with the build-up process of the hub.  During that time we had a Q-400 in for modification work; and in that time frame I was drug around from project to project to help the crew from Bombardier; there was a mass amount of confusion and running around. Currently I have been medically unable to deal with extreme amounts of unnecessary stress and anxiety; especially when being pulled from one unfinished project to another. I was advised that during this time I had forgotten to enter into the logbook the corrective action and discrepancy. I am fully aware that this is a huge task that must be completed; and in no way am I trying to skirt the issue. I feel that; had I not had all the unnecessary shifting of jobs and mass amounts of extra stress; I; without a doubt; would have been able to ensure that the necessary paperwork had been done. I believe that when a Mechanic is in the middle of doing his or her job that it's important to let the Mechanic finish what they are working on; as it only creates confusion and the potential for mistakes when pulled from one project to another.  I think that if it is that important; that they be drug away on several occasions that the Managers or Supervisors allow the Mechanic to finish where they left off.  In failing to allow for full completion of projects and paperwork; it's my opinion that the mechanics are far more likely to lose their place; or forget something that may lead to an incident.




Synopsis: An Aircraft Maintenance Technician (AMT) describes how confusion and unnecessary shifting of job assignments contributed to discrepancy and corrective action information not being entered in a Q-400 logbook for damage found on a wheel half; during a wheel hub build-up.
Date: 202104
Local time of day: 0601-1200
Location: MYR.Airport, SC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MYR
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: After landing in Myrtle Beach on Runway 36 we were asked to exit left on B5; turn left on B; left on B3; short of 36. We were then cleared to cross 36 and taxi to the ramp via A4. However the A4 on the airport does not match our charts. Our charts list A4 as taxiway Z. We stopped the aircraft and inquired with Tower; who said that proceeding straight would put us on A4 and that our charts are incorrect. The chart should be updated to reflect the changes on the ground as soon as possible. [Caused by] incorrect taxi diagram almost lead to an incorrect turn on an active runway. Suggest chart needs to be updated to reflect actual taxiways at the airport.




Synopsis: Air carrier First Officer reported MYR airport diagram indicates taxiway A4 as Z.
Date: 202012
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Communication Breakdown; Other / Unknown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Upon landing on first leg of flight to pick up [a] COVID-19 patient from sending facility I realized I had not received the approved paper work.  After shutting down the aircraft; I immediately sent the manifest and risk for approval. I then called Operations to explain and get into compliance.  Once in compliance I called my Supervisor.




Synopsis: Helicopter pilot reported not having the correct documents to transport a COVID-19 patient.
Date: 201909
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: N5 flaps 5 reduced EPR (Engine pressure Ratio) takeoff was normal. Around 5;000 feet; I selected Cont N1 to climb over a slow CRJ so we could accelerate. At 8;000 feet; the Captain pointed out an over temp on number 2 and I looked to see the yellow EGT (Exhaust Gas Temperature) go to red and hit 926 while still climbing. I pulled the throttle back (lowering the temp to normal) and selected CLB N1 to see if that alleviated the issue. When I released the throttle (auto throttle on); it climbed back up and over temped a second time; at a much lower N1. I disengaged the autothrottles and pulled it back into range and we requested to level off at 17000. Number 1 was at 103% in cont; 97.8% in CLB and 90-150 degrees cooler than number 2; which would overtemp at anything above 92%. We discussed it for a couple minutes and returned to ZZZ for a normal landing; overweight by 8;000 lbs. The auto throttles were re-engaged to help with a normal arrival; while we slowed down and completed all required calls; checklists and setup. Landing was uneventful and soft to alleviate stress on the aircraft.




Synopsis: B737 First Officer reported engine overheat during climbout.
Date: 201712
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C SMF
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Company Policy; Procedure; Airspace Structure
Primary problem: Procedure

Narrative: Unable to achieve an acceptable start to the visual approach at SMF. We arrived via SLMMR RNAV. At the point where ATC cleared us for the visual approach; we were not going to be able to establish and maintain a successful stable approach. We were; effectively; dropped off too high and too fast by the SLMMR 3 RNAV. We requested a left 360 degree turn; from tower; in order to re-achieve a stabilized approach. The approach controller remarked that [air carrier] aircraft frequently arrive high; fast and unable to complete the visual approach off of the SLMMR RNAV.




Synopsis: B737 Captain reported the RNAV STAR they were issued placed them in a position for an unstable approach.
Date: 202011
Local time of day: 1801-2400
Location: CLT.Airport, NC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CLT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Ground Equipment Issue; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Pushed back from gate at CLT. Ramp cleared us to spot X; approaching X I switched us to ground on 121.8 as directed and then we were cleared to proceed to Runway 36C via Golf; right turn onto (closed) Runway 5; hold short of Bravo. Instead of proceeding onto Golf we made a slight left onto Taxiway Romeo to join Runway 5. It was dark outside and the taxiway sign for Golf was not illuminated; we had seen the illuminated taxiway directional sign for Golf sitting to the right of Runway 5. Due to the nature of spot X being in between taxiways Romeo and Golf and the fact that the taxiway sign was not illuminated we mistook Romeo for Golf and contacted Ground to clarify new routing. The rest of the taxi and flight concluded normally.


Second narrative: We pushed back from gate in CLT; started engine 1 and began to taxi out to spot X. Before reaching X; to stay ahead of other traffic calls; the FO (First Officer) called Ground of our approaching location. Ground had told us to 'taxi via G; Runway 5; and hold short of B; and contact 121.8.' Having not made the turn yet I had seen a lit up Golf sign in front of me I began to continue forward thinking it was Golf. It was not until being in the middle of R that I realized that all other Golf lights were out and the Golf we had seen was actually a turn-off sign for Runway 23/5; not the actual taxiway we were on. I queried with Ground that we may have taken taken the wrong taxiway and that we were on Romeo instead of Golf. 121.8 had simply responded to 'continue on to Runway 5; left turn E and taxi to Runway 36C.' The taxi to the runway and the flight continued without incident.


Synopsis: Air carrier flight crew reported taxiway signage not illuminated at CLT contributed to a taxiway incursion.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Parked pre-departure
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Family of four delayed flight due to their 2 year and two month old and 5 year old not wearing masks.  Mother told Agent; Supervisor and flight attendants [the] children would be fed for entire flight to avoid wearing masks.  After I was briefed on the situation we had the Supervisor repeat the mask requirements which they agreed to follow.  During the flight the father was asked to put on his mask and he pointed at his cup of soda and cookie; but would not speak.  By pointing at the soda/cookie he was indicating he did not have to wear his mask.  This went on for a long period of time during our 3 plus hour flight.  Our flight was close to capacity.   I also informed Dispatch and asked for a Supervisor to meet the flight as the family was supposed to connect on another flight.




Synopsis: Air carrier Captain reported a family ate and drank during the entire flight to avoid having to wear face masks.
Date: 201512
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict Ground Conflict; Less Severe; 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: Procedure
Primary problem: Procedure

Narrative: We were cleared to push back aircraft X. I was the marshaller. I began to walk up the line after the aircraft cleared the taxiway to position myself in front of the aircraft. As I was walking toward gate X; I turned around to make sure my crew was okay when they were going to start to bring the plane down the line. As I turned around aircraft Y turned towards gate Y. At this time I was in front of [the adjacent] gate. My fourth crewmember was waiting for us at gate Y to give us a ride back to the gate. I thought aircraft Y was going to gate Y so I told him to move. But then I noticed the co-pilot waving his arm at me to move. His arm was going left to right fast. I was confused because my flight was cleared to push down the line of gate X. There was so much confusion I moved to the taxiway to clear myself of anymore harm. Some people noticed the plane was very close to me and thought I was going to be struck by the plane. How can the Tower allow two planes to be on the same gate at once?




Synopsis: Ramp person reported a close encounter with an aircraft inbound to the same gate from which he was pushing an aircraft back for departure.
Date: 202010
Location: ZZZ.Airport, US
Light: Daylight
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Passenger was being pulled off the aircraft due to non-compliance of wearing a face mask. I was in the front galley when he came forward because I had finished securing the cabin. The operations Agent and Supervisor left the aircraft; and the passenger was standing in the front galley. He was visibly frustrated on the event and started venting. This was in total public view of all other passengers on board. To help diffuse the situation; and spare the passenger from embarrassment; and to provide more of a private setting; I stepped off the aircraft with him; and stood at the bottom of the jetway with him while he vented to me. This was happening a few minutes before scheduled push time. I waited at the bottom of the jetway with the passenger for quite some time; expecting the operations Agent or Supervisor to come down; and I could direct him to them to answer questions he had. After several minutes; no one came to the plane; I made an executive decision to assist the passenger; told [Flight Attendant] A I was going to walk him to the top; and that I would be right back; since no agent was coming down. I walked him to the top of the jetway; where he was able to be properly assisted. I immediately walked back to the plane where a couple of minutes later we closed the door and pushed the flight as normal. Since the passenger was left at the plane; and there were no ground personnel to assist us (the Supervisor and operations Agent were there; then left); I made the executive decision to deplane. I believe I made the right decision in the moment given the situation. I do not know why the Supervisor didn't stay there with the passenger to assist him. I realize fully we all have a job to do; and cannot speak for why the Supervisor and operations agent left the passenger at the plane; and did not walk him up the jetway. I am not putting blame on anyone; I am simply writing an observation. Ultimately; it was me who made the decision to deplane.




Synopsis: Flight Attendant reported that after boarding the aircraft they exited with a passenger who did not comply with face mask policy.
Date: 201404
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Lancair Legacy
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class B ZZZ; Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Inbound to a Class B airport; from the north; southbound; I had ATIS; I knew which runway was active; but completely reversed everything in my head. Runway 17 was south of the airport; left downwind became right downwind. Twice the Controller asked me to make a left turn; so I would head back north; I made a left 360 back onto the upwind of runway 17 thinking I was downwind 17.The second time he commanded a left turn; I also received a traffic alert from the Tower; I passed about 300 FT underneath a Cessna 172 or 182 that was on downwind headed north. I was in the turn headed east when I crossed his path. The controller made it known that I was going the wrong way; and so I did a 180 instead of a 360. Continued to land without incident.I learned that I need to continuously reevaluate my assumptions and decisions to ensure that I am interpreting what is happening around me correctly.




Synopsis: A LEG 2 pilot entered Class B airspace from the North; erroneously headed southbound for a Runway 17 landing; but continued south abeam and had near miss with a left downwind aircraft headed north for a Runway 17 base. ATC finally made the pilot understand his error.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right forward windshield arched and spider webbed. Probably an electrical short in the window heat.


Second narrative: At FL320 right forward windscreen (outer pane) shattered but remained intact. Complied with QRH. Advised ATC; descended; and diverted without incident.


Synopsis: B757 flight crew reported a cracked right forward wind screen at FL320. QRH procedures were complied with and the flight diverted to the nearest suitable airport.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 900
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Noticed a burning smell inflight. Upon starting descent; grey/white smoke/fumes started illuminating from the lower center windscreen. [Priority handling was requested] with the ATC facility and diverted into ZZZ. Smoke continued for about 2 minutes then ceased. After about a 2-3 minute pause; the smoke returned for another 2 minutes. The smoke then ceased and a normal landing was performed.




Synopsis: Falcon 900 flight crew reported encountering smoke in the cockpit in cruise flight.