elihoole/asrs-aviation-reports huggingface dataset:
Date: 201511
Local time of day: 0001-0600
Location: RNO.Airport, NV
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground RNO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: After pushback during the after takeoff flow and checklist the Captain questioned the flap setting I had selected. We reviewed the takeoff and landing report and determined that; due to in flight icing conditions below acceleration height we needed to use icing performance data. The performance data we had in our Thrust Lever Resolver (TLR) did not provide a configuration that allowed takeoff at our weight. The Captain called Dispatch and the Dispatcher confirmed that the maximum takeoff weight for current conditions was well below our current takeoff weight. We notified the station that we needed to return to the gate. The station called back and said '[load planning] says you're not overweight and you need to call them right away.' We continued into the gate. Five passengers volunteered to take a later flight and the flight was re-released and operated uneventfully.The reason the airplane was pushed back and started without the correct performance numbers is because it was the first time I have encountered the situation of having icing conditions prior to acceleration height. If I had remembered this I would have told the Captain we needed new numbers and we would have caught the problem sooner.The real problem was the fact that it had been low ceilings; precipitation and cold temperatures in Reno and no one saw these conditions and the problem it was going to cause at our planned takeoff weight.The most serious issue was the attempt from [load planning] to override the Captain and Dispatcher's decision to return to the gate by telling the station to tell us that we weren't in fact overweight. We weren't over our structural max weight; but we were limited by climb performance in the current conditions. This is an operational control issue. [Load planning] as far as I know are not licensed Dispatchers or Airline Transport Pilots and should not be interfering with pilot or dispatcher decisions.




Synopsis: Q400 FO reported departing the gate overweight for the weather conditions. Flight returned to gate to offload some passengers.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Upon pushing back we started both engines and prepared to taxi. I cleared the left side and saw a passenger transport bus far out in the distance and looked like they had stopped to yield to us as we had our taxi light on in anticipation of taxiing. I asked the First Officer (FO) to clear the right side and he gave me the all clear as I verified it as well looking out the right side. I began moving forward to get some momentum to make the sharp left turn to taxi. As the aircraft moved forward and left I turned and saw that the passenger transport bus was starting to move slowly as well; yet far enough that he would yield to us. As we were moving further forward and now left with the tiller I was sure the driver saw our taxi light shining at them and would yield to us. It soon became apparent that the bus was not going to stop as it continued past us at a high rate of speed. My only course of action was to come to an abrupt stop. We may have been going 2-3 knots ground speed at that time. I reported the incident to ramp control informing them of the bus that had just crossed our path without yielding. The flight attendants at the time were doing the live demo in the aisle due to the MEL'd entertainment system. I called back to ask if everyone was ok and initially one of the Flight Attendants (FA) said they were ok but then paused and asked me to hold on as there might have been an injury to one of the flight attendants in the back. I was then informed that [another] FA had incurred an injury on her knee; could not continue and would need a wheelchair to get off. We called ramp and ops to pull back into [the gate] and the FA was removed from flight with a wheelchair. Replacement FA was called out and we went on our way.




Synopsis: B737 Captain reported coming to an abrupt stop when a passenger bus did not yield; which caused injury to a flight attendant.
Date: 202110
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Hydraulic Syst Pressure/Temp Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after reaching cruise the # 1 engine hydraulic pump low pressure light illuminated; QRH (Quick Reference Guide) directs to turn off pump. It was a previous write up and pump was replaced a few days ago. A short time later the #1 engine Oil filter bypass light illuminated. After looking at QRH I decided to make the FO (First Officer) the flying pilot and take control of checklist which leads to an engine shutdown. We [requested priority handling] and descended to 260 in a drift down. ZZZZ looked to be the closest suitable airport and messaged dispatch with our condition and intentions and they agreed. Set course for ZZZZ and briefed the FA (Flight Attendant) with [acronym]. Discussed situation with passengers and then continued with preparing for arrival. I.E. Nonnormal landing config; one engine inop approach and landing; briefed the approach and discussed the threats. FO did a great job and parked at a hard stand. Very impressive how the Dispatch runs this place.




Synopsis: B737 Captain reported engine hydraulic and oil warning lights resulted in engine shutdown. Prior to this flight; maintenance had signed off repair of this previous write up.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Pax Seat
Component problem: Design; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: I was the D FA (Flight Attendant) working and this was my first time working on a retrofit A321. I have noticed that a difference with the retrofit is that XA and XF seats sit so far back they partially block the L2 and R2 emergency door. When I went to arm and disarm the doors I had to reach over the passenger's heads and shoulders to put the safety pin in the pouch because they were blocking the pouch. The emergency handle on the wall for is blocked by the passenger row and the EVAC/RESET buttons are blocked by [the] passenger's head in XF.The seats are also allowed to recline and they even further block the exit door which is a huge safety hazard. How is it that on the 737 the row before an exit window the seats cannot recline but on the A321 they can? I am curious how both the Company and the FAA thought that safety wise this was ok to do when retrofitting the aircraft? This is a HUGE SAFETY issue if there was an emergency and should be looked at to be fixed. My recommendation is to move row X a few inches closer so that it isn't blocking the L2/R2 emergency exit doors.




Synopsis: A321 Flight Attendant reported that specific seats recline and block the emergency exits at L2 and R2.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Automation Overrode Flight Crew; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft dispatched with deferred LEFT ENGINE PRIMARY CONTROL status message displayed. Takeoff roll [was] normal. At approximately 600 AGL the left engine experienced a compressor stall and slight surging; followed by idle power setting as indicated on the left EPR and N1 indicators. Tower initiated hand-off to Departure. I declared an emergency with an engine failure and decided to return to the departure airport. As I began to discuss the engine failure procedure with the Captain; the left engine was beginning to develop thrust and EPR/N1 was increasing. Engine was idle power for approximately 10 seconds. Reported to Departure that engine was once again operating; and reaffirmed our emergency status and return to land. I took control as pilot flying while Captain did pilot not flying duties and executed the compressor stall/surge checklist and communicated with company.ATC provided priority and vectors for an ILS. We coordinated with [airport] operations on VHF for a return and had them notify Maintenance and Dispatch of our situation. Approach and landing were normal. Emergency trucks were standing by on arrival.


Second narrative: During climb from [the airport] leaving approximately 800 FT AGL we experience a compressor stall and subsequent loss of thrust on the left engine. After getting the aircraft stabilized I gave the aircraft to the copilot while I ran the engine surge/stall checklist. Although we had both engine primary and secondary control EICAS status messages the engine continued to run within parameters and was controllable. We therefore elected to leave it running for an overweight landing back into [the airport].


Synopsis: During initial climb; the B757's left engine lost power; an emergency was declared and flight returned to the airport.
Date: 201808
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Procedure; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Sat on taxiway with no movement. [9 minutes after doors closed] fumes entered Aft Galley where myself (#6) and #2 were seated. Passengers in last row commented on fumes. Flight Attendant #1 made public address 'fumes are due to engine restart and will dissipate once we're moving.'Fortunately; I carry a mask for these occasions; however; #2 did not have a mask and was suffering. And even though I do have a mask; I was still exposed as this mask doesn't necessarily filter jet engine exhaust; nor does it cover the eyes. #6 left jump seat because he could no longer bear the fumes. Meanwhile; #1 called me to ask if I wanted to return to gate. Yes; I wanted to; however; I wanted it to be a joint decision with the #6 but he was standing in the aisle. I yelled for him to return to Galley. He indicated he didn't want to return to gate. In my opinion; he was toughing it out and didn't want to appear weak; etc. He later admitted this was the incorrect decision. I had no time to talk sense into him because at that point takeoff was imminent. He required oxygen in flight.Knowing that this is a known potential issue on Airbus; pilots should have informed us of the situation so we would have had time to protect ourselves; or some other action should have been taken by pilots to protect us. Instead; we sat with the fumes for 30 minutes. Pilots never said a word to us or asked how we were. This is an extremely serious issue with potential long-term health impact and was preventable; in my opinion.




Synopsis: A321 Flight Attendant reported after engine start; fumes entered the cabin aft galley area.
Date: 201910
Local time of day: 1201-1800
Location: TTN.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower TTN
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Human Factors

Narrative: I was landing at TTN. I had a nice smooth touchdown on Runway 24. On the ground roll when I was trying to exit the runway; a sudden gust of wind hit me. I lost control for a second and went off the side of the runway and into the grass. I was able to get off the grass and back onto the runway and taxi back to the ramp as directed by ATC.




Synopsis: C172 pilot reported a loss of control on landing that resulted in a runway excursion.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landed without a locked nose gear. Heading into ZZZ; I did the before landing flow and put the gear handle down. The gear lights only indicated 2 green mains and the red unlocked light with no nose gear indication. Seconds after the lights illuminated for both the Left and Right Hydraulic Flow. I informed Tower I needed to break off my approach for a gear indication issue and troubleshoot. They gave me a heading and altitude then sent me to approach. Approach gave me vectors while I troubleshot. I performed the landing gear will not extend hydraulically checklist. Part of the checklist is to pull the emergency gear extension handle; I did so briskly and without twisting the handle. The indications did not change and I did not hear or feel a thump. I then pulled even harder on the emergency gear handle and braced myself by putting my feet on the floor then tried again and still no response. I finished the checklist then read through the next checklist to land with defective gear. I called approach and said my checklist was unsuccessful. I asked to return to ZZZ and told them there was no indication for the nose gear; and [advised ATC]. They brought me around for [Runway] XX; I ran through the checklist multiple times to ensure I had the procedure down; then left the book open. I landed softly and held the nose off for as long as possible. Performed the ground evacuation checklist then shut everything off and got out.




Synopsis: Pilot reported landing with the nose landing gear not locked and hydraulic flow indicators illuminated.
Date: 201601
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was Flight Attendant (FA) #11 in the business class cabin picking up the meal trays and preparing for the dessert service. There was sudden onset of feeling lightheaded; dizzy; disoriented and a headache. FA #7 and #4 asked if I was feeling the same sensations as [they were] in the business class galley. I responded yes. At that time the Purser came back and said she and the first class galley were also feeling the same way. The Purser called the Captain to report what was going on. The #6 business class FA was also feeling ill. I managed to complete the dessert service having great difficulty due to my disorientation and being lightheaded. The Purser came back to start the 1st round of crew breaks. The Captain was still working on the issue. I went on first break feeling worse; but thinking if I could just lay down I would be okay. Right after I went into the bunk area FA #6 passed out. A doctor was paged and responded. The Captain decided that we were turning around back to [departure airport]. He told the purser to get all of the FA's out of the bunks onto the main deck to be checked out by the Doctor.I could barely walk at this point and the Doctor put me on oxygen and I laid down in an empty row.We landed back at [our departure] 2 hours later. The Captain had diversion locations picked out along the way if things got worse. There were 4 passengers who were also feeling ill. The Doctor who had assisted during the flight was feeling ill. The flight was met by a bio-hazard team and all passengers and crew were kept on the aircraft. After completing their inspection the paramedics came on to access the passengers and crew that were feeling ill. There were 8 flight attendants out of 13 feeling ill. We were released to go to the layover hotel; but told by the paramedics if we started to feel worse to go to the hospital. My observation was this: How quickly I went from feeling fine to ill. There was a definitive difference and it was quick. There were no fumes nor odor. The Captain took the aircraft up the next day with company mechanics to check the aircraft. Everything checked out fine. My feeling is it is impossible to replicate the exact event because of cargo; cruise altitude; cabin crew being active; catering on board; etc.




Synopsis: B777 Flight Attendant reported the aircraft turned back to departure airport after several flight attendants and passengers experienced symptoms consistent with air contamination. No odor or fumes were noticed; and no cause found.
Date: 202002
Local time of day: 0001-0600
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 1
Light: Night
Aircraft: Learjet 60
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after departing ZZZ the right engine shut down. We [requested priority handling] and were given radar vectors. We complied with appropriate factory checklists and restarted the engine. We requested a precautionary landing at ZZZ1 after burning off excess fuel.




Synopsis: Lear 60 Captain reported an engine failure shortly after takeoff that resulted in a diversion.