elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Class 9 Hazmat spill in pit 3; I notified supervisor over radio Supervisor advised me not to load aircraft until the pit was clean by proper personnel. Assistant Manger  arrives on scene and orders my crew to clean up spill. Customer Service boarded without knowledge of situation on ramp and left gate check bags on crowding bridge door. I contacted Load Planning to get more weight in rear to accommodate bags and inform them about our situation. After loading about 40 bags in the rear we had to put the rest of the bags in PIT 3.




Synopsis: Air carrier Lead Ramp personnel reported a communication breakdown between Ramp personnel and Ramp Assistant Manager regarding the clean up of a Hazmat class 9 spill in pit 3. During the resolution of the clean up issue; the excess gate check bags were loaded in pit 3 without knowledge of clean up status.
Date: 201507
Local time of day: 1201-1800
Location: TMB.Airport, FL
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D TMB
ATC / advisory: Tower TMB
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X reported SW of TMB; inbound to land Runway 27L. At about 5 SW of TMB; the pilot reported that there was a small; red; Remote Control (RC) type aircraft flying in the vicinity of the canal; above his altitude. The pilot stated that he had to change his altitude and that he observed the aircraft flying up and down repeatedly. The pilot joined the downwind for Runway 27L and landed safely.  Advise owners of RC aircraft not to fly so high especially near the vicinity of a training area for student pilots.




Synopsis: TMB Controller reports that they received a report from a pilot; which spotted a remote controlled (RC) aircraft near his aircraft on final. Pilot had to change altitude to avoid RC aircraft.
Date: 201306
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Entire Flight
Aircraft component: Cabin Lighting
Component problem: Failed
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 Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: During flight when cabin lighting was dim for passengers to rest after dinner meal service; I walked down the stairs. When I reached the Number 3 step from bottom; I fell down the stairs to the galley on to the floor. Later in flight I again went down the stairs and fell; first crashing into the coat closet to try and regain my balance. Another Flight Attendant witnessed my loud falls. Apparently one other Flight Attendant fell down the stairs as well and so did the Purser who stumbled. We realized afterwards that stair Number 2 had no lighting which made it appear that the bottom step was actually the third step from the bottom. Thus; we fell unsuspectingly 3 steps to the floor. This was a severe jolt to my neck; back and both knees. I was sore my entire layover. After the flight the First Officer told us that the issue had been written up and deferred. She noted that several flight attendants had fallen down the stairs. We were not aware of this safety issue before the flight.




Synopsis: B747 Flight Attendant reports falling while descending the steps from the upper deck due to a failed light on the third step from the bottom. Other flight attendants reportedly fell or stumbled during the same flight.
Date: 201604
Local time of day: 1801-2400
Location: ONT.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 20
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: From SETER to PETIS we were cleared to descend to 4300 and were about 6 to 7 miles from PETIS NBD and received an EGPWS of caution terrain and pull up. We started CFIT [maneuver] and the caution stopp[ed] around 4500 to 4600 MSL. We continued to climb to 4900 MSL and told the controller of the terrain warning. He said that his minimum vectoring altitude was 4300 MSL. After that we were cleared by ATC for the ILS 26L and landed uneventful.


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


Synopsis: Air carrier flight crew reported experiencing an EGPWS alert while on initial approach into an airport surrounded by high terrain.
Date: 202111
Local time of day: 0001-0600
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Fuel Storage System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: For approximately the first 2-2.5 hours of flight; actual fuel in the airplane was consistently 1;000 lbs. under planned fuel at each checkpoint on the fuel plan. Then in the matter of about 40 minutes the actual fuel deficit increased to 6;000 lbs. below planned and then up to 10;000. Shortly thereafter we got a Level 2 FUEL QTY/USED CHK Alert with POSSIBLE FUEL LEAK displayed. Completed QRH procedure but could not verify the existence/origins of a fuel leak. Compared fuel at startup; burned fuel; and current fuel. Calculated that there was 10;000-12;000 lbs of fuel loss that had not been burned. Contacted Dispatch and Maintenance who also connected us to a Tech pilot. Still could not isolate the problem but knew tanks 1; 2; and 3 were not leaking based on results of QRH procedure. But; as the actual fuel vs planned fuel deficit continued to increase upwards towards 16;000 pounds; the crew agreed that the best option was to land at the nearest suitable airfield per the QRH since sufficient reserves to destination could not be verified. Coordinated with ATC and turned towards ZZZZ as the nearest suitable option. Uneventful approach and landing. After landing; there was a confirmed fuel leak coming from the tail/ horizontal stabs.Fuel leak in the tail of the airplane. Exact source unknown.




Synopsis: MD-11 First Officer reported indications of a fuel leak and the flight crew elected to divert to the nearest suitable airport to make a precautionary landing.
Date: 201405
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Lubrication Oil
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Aircraft

Narrative: After taking approximately 3 hour delay to replace the right engine start valve; we departed. Upon reaching FL320 I noticed the right engine oil quantity was zero. The First Officer and I initially thought it was a false reading with other engine parameters normal. We noticed the right oil pressure slowly going down. It became very apparent the right engine was losing oil pressure and it was just a matter of time until we lost it all. I asked First Officer to declare Mayday-Right Engine Failure with ATC and to coordinate a landing back at the departure airport. First Officer initiated the Engine Failure QRH checklist while I made the turn back. First Officer mentioned to me we still had oil pressure and we should wait to pull the fuel control cutoff switch until the oil pressure hits the amber band which I agreed. Upon oil pressure reaching amber band in the descent; we both agreed it was time to move the fuel control cutoff switch and finish our checklists. We landed without incident and parked at a hard stand.




Synopsis: After taking a three hour delay for a start valve replacement on the right engine; a B767-300 Captain notes the right engine oil quantity is zero upon leveling at FL320. Oil pressure begins to fluctuate and the crew declares an emergency and returns to the departure airport. The engine is shut down during descent.
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B747-400
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: Air/Ground Communication
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I do not believe jamming was a factor. I believe there was a failure of the HF antenna. If I am correct; there is only one antenna for the two HF radios. The observer pilot was at rest during the initial stages of the event and was not involved in the decision making process. An example of how [to] deal with dual HF failure and a reference to where the Chief Pilot was able to coordinate our continuation would be helpful in either the [Jeppesen] notes or some other searchable publication. I felt the Captain did a thorough job of putting safety and regulatory compliance first and operational reliability second. In the future; I will start to check the HF radios to ensure that they will tune prior to departure.


Second narrative: Second narrative contained no additional information.


Synopsis: A Flight Crew reported they were unable to communicate via HF Radio and utilized CPDLC.
Date: 201811
Local time of day: 1801-2400
Location: ABE.Airport, PA
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ABE
ATC / advisory: Tower ABE
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: WX report showed to expect Runway 24. Upon getting closer to ABE and getting ATIS; and contacting ABE; [we were] issued Runway 31. [We] loaded approach and [were] cleared visual approach to [Runway] 31. I was pulling up the approach plate on iPad; and Pilot Monitoring said something about setting 600 feet. After I had approach plate selected; we were contacted by ABE Tower and told they had a low altitude alert. I saw that 600 feet was set into the altitude; as opposed to the 2;000 feet I had set when we were at 3;000 feet and assigned 2;000 feet. While in the descent we were cleared for a visual at which point pilot monitoring set 600 feet for MDA for RNAV 31 and the 2;000 foot altitude had not captured yet causing us to descend below selected altitude.Altitude set by Pilot Monitoring while Pilot Flying was pulling up approach plate on iPad and not clearly understanding what was said by Pilot Monitoring.Disconnected autopilot and climbed to safe altitude and continued visual approach. Ensuring any altitude selection done by either pilot is clearly called out per SOP; load and clear; and repeated if necessary until other pilot replies and confirms selected altitude set in altitude pre-selector


Second narrative: Allentown Approach cleared us for RNAV Approach Runway 31 at 3;000 feet. over BURAY [inbound for Runway 31]. At that moment; we flew on a speed 170-180 [knots]. In order to keep the airplane on glide path; we started descent down to MDA with initial vertical speed 1;000 feet/minutes; because the airspeed was too high for recommended 700 feet/minutes. On the approach; we descended below glide path. ATC advised us about a low altitude alert. We increased power and returned on glide path.


Synopsis: EMB-145 flight crew reported ATC issued a low altitude alert on the night visual approach to Runway 31 at ABE.
Date: 201702
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Bombardier/Canadair Undifferentiated or Other Model
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were ferrying into Aspen to pick up passengers. After a 1 hour EDCT delay; we were 30 minutes out; and worried about departing before sunset when we were assigned a hold with a 40 minute EFC time. The holding fix was LOYYD; and we were given 'As published right turns 20 mile legs' by ATC. There is no hold displayed on the Jepp Charts. There is one on the NOS charts; and it has left turns. Since there were several aircraft given the same instructions at the same time; one pilot on the frequency informed the others of what the inbound heading was. ATC didn't seem to know any of the details of the hold he was assigning to several aircraft. We were at FL310 when we were assigned the hold; and given progressively lower altitudes while in the hold; ending up at FL210.Since it seemed doubtful that we were going to be able to get in and out of Aspen before sunset; I contacted the Assistant Chief Pilot (ACP) to let them know of our situation. They contacted the customer; and decided for us to proceed to Aspen and see if we could depart in time. While this was going on; we had entered the hold and were outbound. The controller asked us if we were still in the hold; we replied in the affirmative. Controller then stated that they showed us quite a distance from the fix. I looked at the hold page on the FMS; and it showed us with 20 minute legs; not 20 mile legs. We were then cleared direct to Red Table VOR to start our approach into Aspen. There were no conflicts noted. In the future; I will not allow operational pressures to interfere and distract me from accomplishing my aircraft duties.


Second narrative: Jepp charts not having the holding pattern on the chart was the start of this issue. An aircraft was basically asking the controller for help with this and the controller just said its as published. If the controller had the information and indicated that it was the 061 radial inbound with left turns this would have avoided a ton of confusion. I also never remember every being given 20 mile legs in a hold which felt out of place.


Synopsis: Flight crew reported ATC alerted them to a track deviation during a hold in the ASE area.
Date: 201807
Local time of day: 1201-1800
Location: RNO.Airport, NV
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: Tower RNO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: On visual approach 34L; on glideslope; with ATC verified altimeter setting of 30.06; ATC verified altitude of 8300'; we showed a difference of about 175'. We verified MALSR and PAPI lighting on visual approach and landed without incident. Aircraft altimeters checked pre and post flight within AOM limits. We mentioned the difference to Reno Tower; and he indicated that it has happened before. In fact; I have heard Tower say to other carriers; many times; that they were low on approach; when they were showing on glidepath with correct altimeter on Runway 16. There seems to be a known issue regarding disparity between aircraft; ATC; and approach FIX altitudes. If there is a known issue; then I humbly suggest it should be addressed.




Synopsis: B737 Captain reported aircraft showed altitude discrepancy from that displayed by ATC. Pilot reports this anomaly is common at that particular airport.
Date: 202006
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
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 ZZZZ
Aircraft component: Elevator Trim System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after departing ZZZZ the electric stab trim failed. Neither stab trim switch on either yoke would actuate the system. Reverted to using the manual trim wheel to maintain the aircraft in a trimmed state. Notified ATC and climbed to FL230 to clear terrain and some towering cumulus buildups in the vicinity. Completed the Electric Stab Trim Inoperative checklist and returned to ZZZZ where an uneventful flaps 15 landing was made. We requested an extended final approach (approximately 20 miles) so as to configure and stabilize the aircraft early.




Synopsis: B737 Captain reported an uneventful air return due to electric trim failure immediately after takeoff.