elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I flew after becoming aware I had something in my eye. I had flown two prior legs in the same condition; but had just discovered the cause of my eye irritation and I could see the tiny object in my eye.  I had no vision problems and I don't think it affected my ability to perform all my duties and completed the flight uneventfully. At the ER after the flight it was discovered that the item in my eye was a piece of metal. After it was dug out of my eyeball; I was not able to fly the next flight.




Synopsis: B757 First Officer flew a trip after becoming aware of an irritation in one eye; but with no affect on vision. After the trip a piece of metal was extracted from the eyeball.
Date: 202007
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Other Documentation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X - log page; item #1 RNP placard [was] missing on center console. Looked up [the] EO (Engineering Order) for installation of RNP AR (Required Navigation Performance Authorization Required) 0.3 placard. Newly inducted aircraft that [was] delivered RNP.3 capable from Airbus. Looked up S.B. (Service Bulletin) XX-XXXX in [the] AMM (Aircraft Maintenance Manual) [for the] aircraft.Aircraft X was scheduled but not complied with. Called Maintenance Control. They could not answer any questions on what had been complied with or not. They kept pressuring [to] just put a placard on. I said I needed clarification [on] what has been complied with per [the] EO; REV AF step 2. A copy of this EO should have been emailed to [Company] Maintenance Control; Company Engineering. But Maintenance Control could not verify.Time was short for departure. We called Engineering. They verified that Aircraft X was received from Airbus RNP.3 capable. I installed the placard and verified in Trax those were the original MMR's (Multi-Mode Receiver) from Airbus. I should have completed an EAR (Engineering Authorization Resolution) from Engineering but I didn't. On the log page I just referenced the EO.Lack of resources. And peer pressure from Maintenance Control. Better communication and ability to view records of compliance. Safety before on time performance!!!




Synopsis: Technician reported a new aircraft was delivered without correct cockpit placards; causing a delay in updating aircraft records and installing missing placards.
Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Gear up landing. Gear up warning horn did go off and I mistook for stall warning. Pilot Error.




Synopsis: C182 pilot reported landing with gear up after confusing the gear warning horn with the stall warning horn.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors; MEL; Manuals; Procedure
Primary problem: MEL

Narrative: Aircraft arrived [at the airport] on Second Shift and during postflight walkaround it was noted that the right-hand Krueger/Notch Flap was leaking. Mechanic Y and myself determined that the aircraft could be dispatched by applying MEL 27-88-02. After reviewing the MEL; Mechanic Y applied the Maintenance Procedures and I performed the RII function due to the item affecting a flight control and the complexity of the MEL procedures. After lockout of the noted flight control; I believe the trapped hydraulic fluid bleed off allowed the Krueger/Notch Flap to slowly deploy in flight which caused the [flight] diversion.The MEL currently has you verify the flight control remains retracted by observing it for 10-minutes. This time could be lengthened due to the possibility of a very slow bleed off of fluid. Deferral of Krueger/Notch Flap System.




Synopsis: A Line Mechanic reports an A300 aircraft diverted when the right-hand Krueger/Notch Flap had deployed in flight. He had previously deferred the Krueger/Notch Flap after performing the Maintenance Procedures called out in MEL 27-88-02. Trapped hydraulic fluid bleed-off suspected.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was FO and pilot monitoring. The aircraft had two deferrals; one of which was the Weight and Balance (W&B) computer system. The MEL was consulted and no pilot actions were required. This was also verified by the Mechanic. The aircraft was empty and the takeoff was going to require the low weight/aft center of gravity (CG) procedure. At the appropriate time; I read the CG from the W&B to the captain who was loading the FMS. He repeated the CG station to me and said the resulting trim setting; which correlated reasonably with the printed performance data. When it came time to set the trim; it was forward of the central green band. The forward green band was not illuminated; which I believed to be due to the deferred W&B system. When the takeoff was initiated the takeoff configuration warning was activated and the takeoff discontinued. We exited the runway and explored the situation; discovering that the displayed CG data was one digit/one percent in error. The correct data was reentered and the forward green band illuminated; encompassing the trim as previously set. After double checking all the other performance data entries and rerunning the checklists; we departed.Upon reflection; I suspect that there was either a rounding error or a mistyping of the CG location into the FMC. I will need to be more vigilant for this type of error. Also; I should have suggested getting the Mechanic's input and verification with regard to the absence of the forward green band. I will have a more thorough discussion with mechanics on the ramifications of any deferrals going forward.


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


Synopsis: B747 flight crew reported rejecting takeoff due to a takeoff configuration warning. An FMC data entry error was identified.
Date: 201604
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
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 Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Last evening both FMS's involuntarily went to the menu page. I consulted the QRH; but no procedure seemed to fit the behavior observed in the FMS's. I played with the FMS for several minutes. I couldn't get it to unlock itself. When I felt that I had exhausted all options; I felt that it wasn't a good idea to continue to [destination] in this condition. I [advised ATC and] diverted to [a nearby alternate]. However after going into heading select the FMS anomaly corrected itself. I cannot explain why. That is a mystery. I still had enough fuel to make [the original destination]; so I decided to continue. I brought all of this to the attention of ATC. The rest of the flight was uneventful.




Synopsis: MD-82 Captain reported both FMS's locked up for an unspecified period of time; but then returned to normal operation.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Skyhawk 172/Cutlass 172
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon arrival; [aircraft] was cleared to land and to fly direct to the left base. On an extended base we had the engine power decrease three times and the engine vibrating three times and come back to normal. We informed ATC and told them that our plan B is to land straight ahead on the road if we can't make the runway. We were cleared to land and landed with no further issues or incidents.




Synopsis: C172 experienced a rough-running engine on base leg. Aircraft landed without incident.
Date: 201701
Local time of day: 0601-1200
Location: IAH.Airport, TX
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: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: While flying the DRLLR 5 arrival into IAH we crossed the BYSUN intersection at approximately 6500 feet. We should have crossed the intersection at the published altitude of 6000 feet. This happened for a couple of reasons. First was the distraction of the VNAV system not completely operating correctly. Every time speed intervene was selected; to comply with speed changes ATC gave us on the arrival; the autopilot flight director system would drop out of VNAV into CWS pitch mode. This was written up on arrival into IAH. Also; we were originally expecting to fly the transition for RWY 26R and we were changed to the transition for RWY 27 while descending on the DRLLR 5 arrival. This caused us to be high on the profile and miss the crossing altitude at BYSUN by 500 feet high. While realizing that we were going to be high on crossing the fix; I tried to contact ATC to tell them we were going to be high at BYSUN; but the frequency was too congested.




Synopsis: B737 Captain reported descending on the IAH DRLLR5 Arrival for Runway 26R then assigned Runway 27 and multiple speed adjustments. This resulted in crossing BYSUN 500 feet high.
Date: 201508
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Troubleshooting; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Logbook Entry; Aircraft; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: A rushed maintenance deferral resulted in the Maintenance Release (MR) being issued without the actual deferral items being accomplished; as defined in the MEL.Arriving at the aircraft; the Captain found the APU had a fault light on the Overhead Panel with the switches indicating someone had tried to start the APU. (The aircraft had been at the gate all evening.) Maintenance was contacted and a write-up was completed. After an unsuccessful reset resulted in the Auto-Shut down of the APU; during another attempted start; Maintenance issued deferral of the APU.Deferral was sent without anyone (Maintenance) coming to the aircraft to accomplish the required MEL items for APU INOPERATIVE. Specifically; 'Cockpit Breakers(s) Pulled and Safetied; (L41 and L42)'. The MR was issued stating both had been accomplished; when neither had been. NO ONE showed up and the MR was issued immediately stating everything was accomplished.Deferral was initially refused by the Captain; because no one looked at the APU to determine why the APU would not start. Further; the pilot's paperwork did not reveal any APU maintenance history; while there was extensive Auto-Shut down history. The rushed maintenance deferral and the release of the flight without the MEL items being accomplished; were not detected by the crew until in flight.




Synopsis: Captain reports about a rushed APU deferral that resulted in the maintenance release of an A320 aircraft without the actual MEL maintenance deferral items being accomplished. MEL had required cockpit Circuit Breakers L41 and L42 to be 'Pulled and Safetied.' APU had an extensive auto-shutdown history.
Date: 201504
Local time of day: 1201-1800
Location: PBI.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C PBI
ATC / advisory: Tower PBI
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Aircraft; Inflight Event / Encounter Object
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: On approach in to PBI we were vectored to join the ILS 10L. Controller gave us 150 heading to join and 2000 feet cleared for the ILS. As we crossed ZISUR Tower issued a Drone sighting on final (anywhere from 1000 feet-2000 feet); at which I had just caught glimps of it directly on the centerline and 100-200 feet above our altitude. It passed directly above us and did not cause us to maneuver the aircraft to miss it. We notified tower of its location and altitude. Landing was uneventful.We unloaded the passengers and did not say anything about the drone as we were unloading since it did not involve any maneuvering on our behalf. PBI Tower called the FBO and asked us to call. When I called he wanted to know the description of the drone and they were calling the sheriff to go find its operator. The drone was square and approx. 2'x2'. Appeared to be silver and look like a quad copter.There was very little we could do as a crew besides maintain outside traffic scanning. After catching sight; we alerted tower to the exact location (ZISUR) and it appeared to be right at 2000 feet.  Had the glideslope not captured we most likely would have had to maneuver the aircraft or would have hit the drone.


Second narrative: During ILS approach to PBI 10L; the tower informed us that a drone was reported in the vicinity of the final approach course. As we scanned for said drone; we passed under it at approximately 100 to 200 feet. This happened at the ZISUR waypoint on the aforementioned ILS. We were asked by the tower; after landing; to give them a call. Captain (CA) made the call and described the drone as a quadcopter; silver in color. Tower informed CA that a sheriff's vehicle was on the way out to the drone location to investigate. We have notified the the Assistant Chief Pilot on duty.


Synopsis: CL300 flight crew is informed by PBI Tower of a drone sighting by a previous aircraft; near ZISUR on the ILS 10L. The drone is sighted at ZISUR and the crew passes 100-200 feet beneath it without maneuvering.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Pitch Change Mechanism
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My student was attempting to restart the right engine after performing maneuvers with one engine inop with the right propeller feathered. Upon reaching the checklist line item prop full forward; the propeller twitched but did not come out of the feather position. CFI tapped the starter button unsuccessfully to try to get it to start spinning. When that failed CFI took control of the airplane and unsuccessfully tried cranking the starter several more times for several seconds. CFI then requested priority handling from ZZZ Approach and informed them that we were going back to ZZZ1. We were told to remain on current squawk code and contact tower. ZZZ1 tower cleared us for straight in [Runway] XX and cleared us to land. Aircraft was landed uneventfully and taxied back to Company's ramp. Student was very helpful with assisting on checklists and looking for traffic; showing good CRM.




Synopsis: Flight Instructor reported that during engine out training; the propeller would not come out of feather and the engine would not restart; causing a return to departure airport and a precautionary landing.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Passenger was complaining and wanted passenger deadheading pilot in Seat XX to put on mask since he was coughing and sneezing! FA asked deadheading pilot to put mask on as requested from Passenger in Seat XC. We had not noticed any unusual alerting signs. Heard him cough two times throughout the entire flight! Passenger and deadheading pilot had a conversation exchange once passenger approached him. It ended up to passenger moving seats as once he said she is welcome to move if she isn't comfortable sitting there. Pilot came out to talk to passenger and deadheading pilot. Passenger moved to exit row!




Synopsis: Flight Attendant reported a passenger complained about a deadheading pilot who was coughing and requested deadheading pilot put on a mask. Passenger ended up moving to a different seat.