elihoole/asrs-aviation-reports huggingface dataset:
Date: 201708
Aircraft: A321
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: First Aid Equipment; with Medical Kit & Defibrillator
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: During inflight medical emergency; tourniquet discovered missing from sealed IMK (Inflight Medical Kit). Additionally; no red biohazard bag packed in sealed Grab-n-Go bag.Medical professional requested blood glucose monitor; informed not part of basic IMK contents. Third request this year for similar device during medical emergencies. I recall this being a request during my previous time as analyst. Request this device be added to kit since it offers medical health care provided a greater understanding of ill passenger's condition. Nurse Practitioner was very surprised to learn that [the company] doesn't carry such an inexpensive device in our medical kits.Related to same event; delay incurred in rendering necessary care for ill passenger due to basic information regarding passenger not being relayed by POC (Physician on Call) during initial notification of illness (see suggestions below).It's still unclear if flight deck crew failed to provide initial info in a timely manner; transmission was not received by dispatcher; or POC's response was simply untimely. Regardless; this lapse delayed necessary and sound medical care to an ill passenger. [Medical emergency info] was provided to flight deck crew during initial notification (45 minutes after takeoff). Passenger stabilized and didn't require additional care until 1.5 hours prior to landing. It was during that time frame that nurse requested to start IV in order to hydrate and establish a line should additional drugs be required due to heart condition. Requested authorization from flight deck (through POC) and was told (by FO) that dispatcher/POC was delaying approval since they requested information previously sent immediately after take-off (age; sex; basic health condition; etc.) After a 20-25 minute delay; I called the flight deck informing this passenger could wait no longer; thus requesting 'captain's authority' to override the POC and give the Nurse Practitioner approval to start I.V. for ill the passenger. Captain approved my request. However; the delay (and haphazard line of communication) was unnecessary and bordered irresponsible on [the company's] behalf.




Synopsis: Air carrier flight attendant reported that items were missing from the aircraft's medical kit. In addition; it was noted that some commonly used medical testing devices were not included in the air carrier's medical kit inventory.
Date: 201505
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Confusion; Communication Breakdown
Second reporter function: First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On BDEGA arrival a few miles prior to CORKK. Cleared the '28L transition' and told to expect a visual to 28L. First Officer (FO) leveled at 11;000 feet to cross CORKK at 11;000 feet; then requested 1;800 feet; in the altitude window; explaining that 'the 28L transition' meant we could descend further; apparently to get down so as to be ready for a short turn on to final. There was some discussion but then we went on to other things. Shortly after descending through 10;000 feet the controller questioned our altitude and then asked us to level off at 9;000 feet. He further explained that it was no problem this time; but for future reference 'cleared the 28L transition' meant to stay at 11;000 feet and fly the 140 course out of BRIXX.


Second narrative: After multiple calls to ATC about our cleared arrival we convinced ourselves that we were also cleared to descend. Passing 9;800 feet MSL ATC asked where we were going; we were cleared originally to 10;000 feet. We were recleared to 9;000 feet MSl then immediately cleared to 6;000 feet MSL so obviously no loss of separation occurred.


Synopsis: B747 flight crew confuses a cleared via the BDEGA1 arrival as a clearance to descend via and starts down after crossing CORKK at 11;000 feet. NCT detects the error.
Date: 201701
Local time of day: 0601-1200
Location: 7LS3.Airport, LA
Flight conditions: IMC
Weather elements / visibility: Fog; 0.5
Light: Daylight
Aircraft: Helicopter
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class G 7LS3
ATC / advisory: TRACON MSY
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Rotorcraft
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure; Weather
Primary problem: Chart Or Publication

Narrative: The GPS 333 approach at Amelia/Morgan City; LA missed approach point is AMAND intersection. The visual distance and bearing to 7LS3 from AMAND is 284 degrees at 1.6 NM. The MDA for the approach is 320 feet MSL. There is a tower over 300 feet tall 0.7 miles on an approximate 230 radial from the end of the flyway at 7LS3; less than 0.5 miles from the visual transition course. This obstacle is not depicted on the instrument approach path chart. I do not know the exact requirements for computing the MDA for a point in space approach; but having conducted this approach to minimums VMC the tower seems to be a hazard and is well within the radius for a circling approach to the flyway. The date on the approach is 26 Mar 99. I know of no updates or NOTAMs that modify this approach or it's minima from the published procedure. Operators carrying passengers are routinely conducting this approach in weather. I believe this to be a hazardous situation; and the approach should be reevaluated given the current hazards and amended as required to give appropriate obstacle clearance.

Callback: The reporter identified the antenna on Google Earth at 057 degrees/.76 NM. Shadow on the adjacent field northeast from the antenna identifies the antenna location. The antenna is not noted on any approach charts.



Synopsis: A pilot flying into 7LS3 noted a 300 ft antenna approximately 57 degrees at 0.75 NM from the northeast flyway end. The antenna is between the airport and AMAND intersection where the approach MDA is 320 ft.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Was conducting a touch and go as a student pilot solo with about 50 prior landings and no previous issues. Landing was normal and slightly left of runway centerline. After turning carb heat off and raising flaps as normal; went full throttle for takeoff.  I then applied slight right rudder to get back on centerline.Aircraft pulled sharply to the left unexpectedly; and wasn't able to be corrected with right rudder applied. Aircraft went off runway onto grass area; traveling through and impacting distance marker sign and runway light.  During this time (approximately 5-10 seconds); power was removed. Aircraft traveled onto taxiway and stopped; heading east.  Observed damage to lower cowling and prop; believed from impact to sign. Aircraft was towed back to hangar.Rudder pedals were then engaged to observe steering mechanism and steering mechanism was observed not to be functioning.




Synopsis: C172 pilot lost directional control on landing roll and departed the runway. Aircraft was later found to have inoperative nose wheel steering.
Date: 201809
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At [the gate] performing preflight duties for [our flight]; APU was started and external power was deselected. FO (First Officer) went outside to perform walk around and observed smoke from APU tailpipe and was told by ramp personnel that smoke was coming from APU. FO returned to cockpit and informed me. There was no APU fire indication. I went to observe and was met by MX personnel at jetway. The smoke had subsided but was told by MX that there had been excessive smoke. I returned to cockpit with MX and APU had Auto Shutdown in last minute or so. I made PA and told pax to deplane the aircraft through jetway to Terminal area. There was no smoke in cabin. MX positioned at APU tailpipe with fire extinguisher and informed [Flight Department]. MX informed me extinguishing agent was used in tailpipe. MX made logbook entry of APU SMOKE and Auto Shutdown. I discussed aircraft with Dispatch and refused aircraft.




Synopsis: B757 Captain reported an APU malfunction upon start up at the gate.
Date: 202009
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Flying
Anomaly: ATC Issue All Types; 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; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for takeoff on Runway XR in ZZZ.  Both myself and the other pilot heard the phrase from the Controller 'Runway XR cleared for takeoff.'  We did not hear any other instructions.  We were on the ZZZZZ 2 departure.  It states to fly heading 011 until reaching 820 feet then heading 340 or assigned by ATC.  We started our turn at 820 feet and a few seconds later the Controller told us to immediately turn and fly runway heading.  No other problems came about from this situation.  It seems like there was some miscommunication between the pilots and ATC.  We were flying the appropriate procedures and did not hear ATC tell us to fly runway heading you're cleared for takeoff Runway XR.  Both pilots only heard 'Runway XR cleared for takeoff.'


Second narrative: Departing Runway XR we were cleared for takeoff. We followed the SID heading of 340 when ATC told us runway heading. After correcting to runway heading we discussed the departure and both of us were sure that we were just cleared for takeoff with no other instructions. We were both mistaken - he did issue runway heading on the takeoff clearance. Having been unfamiliar with this airports procedures I may have had some expectation bias towards just flying the SID and clearly missed the runway clearance; not to mention having not flown since April [and] a bit of tunnel vision during the before takeoff.


Synopsis: Air carrier flight crew reported a track heading deviation.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Cessna Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying right seat; giving a Private Pilot Airplane Single Engine Land practical part of the flight test; the right passenger door flew open which damaged the window and sprung the door. We went back to our home airport and landed without a problem.Both the applicant and I prior to takeoff; checked the double latch and both were secure. The weather was clear and visibility was unlimited with light turbulence. I do not know what made the passenger door fly open on this Cessna 162.




Synopsis: A C-162 passenger side door opened during flight damaging the window and springing the hinges. Before takeoff the door was positively checked closed and latched by the instructor in the right seat.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Rudder Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO/PF; CA/PM. In initial climb out received RUDDER SYSTEM 2 INOP EICAS message. CA immediately declared emergency requesting a return to base and reported all information requested by ATC. FO leveled off at 3;000 feet complied with all ATC instructions; while CA complied with all AOM procedures and checklists; also notifying the appropriate personnel of our emergency and return to base. Landed North; departing the runway to allow for CFR to inspect the Aircraft in case of any fire present. None found; we were instructed to park where maintenance met us to discuss the issue.This EICAS message was a previous write up.


Second narrative: [Narrative contained no additional information].


Synopsis: EMB145 flight crew reported receiving a Rudder System 2 EICAS message after takeoff; their response was to declare an emergency and return to departure airport.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was made aware of an issue with flight ZZZZ-ZZZ1. It appears that due to a software issue at the company the ground crew in ZZZ1 was not notified that a package contained dry ice. It seems that a NOTOC was never issued and therefore we were not aware of any dry ice onboard. The flight was uneventful.




Synopsis: E-175 Captain reported company notification of undocumented Hazmat cargo transported on previously completed flight in which he was the Pilot (16 days prior.)
Date: 201305
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Dusk
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Outflow Valve
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Relief Pilot; Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft had MEL 21-31-1a deactivating left outflow [valve] and locking it in the full closed position. The crew complied with Operations procedure portion of the MEL and verified that maintenance portion was complete as well. Engine start; taxi and takeoff were uneventful. During climbout; passing roughly 6;000 FT flight crew monitored ECS page and noticed left outflow valve was displayed in an uncommanded open position. Cabin altitude appeared normal. After passing FL180 crew observed cabin altitude was 9;500 FT and climbing. Crew initially leveled at FL190 and coordinated an immediate descent to safe attitude with ATC. ATC cleared aircraft to descend to 14;000 due to terrain and a right turn to the east to clear terrain and continue the descent. During the descent the cabin altitude climbed above 10;000 FT. Crew performed memory items for cabin altitude; don oxygen masks and established communications; and continued expedited descent to bring cabin altitude below 10;000 FT. The crew then completed QRH checklist for the cabin altitude warning. Crew continued descent to 8;000 FT and asked for holding near the airport. Crew then contacted company to relay information/status and coordinate return due to pressurization capability concerns. Crew then performed Fuel Jettison QRH Checklist and jettisoned fuel from 263;000 LBS to 162;000 LBS to attain maximum landing weight. Approach and landing [to the airport] was uneventful.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: B747 flight crew reported departing with an MEL requiring the left outflow valve to be deactivated and secured in the closed position. During climb the left outflow valve was displayed in an un-commanded open position on the ECS page. Out of FL190 the cabin altitude is at 9;500 FT and climbing. An emergency descent is initiated and after discussion with the company; fuel is dumped down to landing weight and the flight returns to the departure airport.
Date: 201410
Local time of day: 0601-1200
Location: PDX.Airport, OR
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class C PDX
ATC / advisory: Tower PDX
Second aircraft: Caravan Undifferentiated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared for visual approach to 10R from the south. Around 2500 feet and establishing ourselves on final (slightly south of course) we saw traffic 200 feet above us to the north turning right at us. Tower said it was a VFR Caravan; on a downwind for 10L. At 2000 feet he was only 100 feet above us and I could see him descending and turning right into us so I dove down below glide-path. We had flaps 5 and gear down. TCAS kept saying 'traffic'. He was right on top of us and still descending so I sped up and continued descending. I really wanted to go missed; but felt trapped with him on top of me. Tower said he was correcting and was now going to the correct runway. We were below glide slope until 500 feet and didn't get the flaps all in above 1000 feet agl. By 40 feet we were stabilized and fully configured. I called tower and they are filing a report. From their view it looked like he turned right over us and fell behind us. I am certain if I had not taken evasive action we would have collided. We did not get an RA; just a TA and I think it's due to our ground proximity.  Portland tower said it was not their fault because the Caravan was VFR. He made a big mistake that could've been devastating. The VFR Caravan turning into us and poor controlling by control tower. When I called the tower; they said he was right on top of us. Why didn't they correct him sooner?




Synopsis: Q400 Captain on an ILS for the right runway experiences a NMAC with a C208 on a visual approach for the left runway. A TCAS TA is annunciated and the Q400 Captain descends visually to avoid the C208.