elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other During Servicing
Reporter organization: Air Carrier
Reporter function: Other / Unknown; Load Ccontroller
Human factors: Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel; Person Other Person
When detected: Other Post departure
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working Aircraft X ZZZ-ZZZZ1 at gate and had planned the flight according to the [Manifest]. One of my agents connected a cart of freight going to ZZZ2 to a string of carts that was going to ZZZZ1 unbeknownst to me. Since all of the carts were together; I scanned all of the carts for the flight going to ZZZZ1. The last cart of freight was a pallet going to ZZZ2. At first I had no idea that it was going to ZZZ2 so I scanned it just like I scanned the other cart before it since it was DG for ZZZZ1. When I scanned the cart for ZZZ2 the barcode wouldn't scan so I had to enter it manually. I did and confirmed the weight. I did not get an error message stating this was freight for ZZZ2 the scanner allowed me to add it to my flight for ZZZZ1 and I continued on my work.  I was moving from AFT to FWD of the aircraft to ensure the operation runs smoothly on my gate. I am the Lead. I instructed my agent in the back to load up a cart of bags and a cart of DG (freight) and to surround the DG with 15 bags. I went to the front of the plane to check on the crew working there. When I returned to the rear of the plane all three carts were loaded including the freight for ZZZ2. When it became time to close the flight on the scanner the scanner asked me to confirm if everything was loaded and again no error message was displayed and since everything was in fact loaded; I confirmed that everything was loaded. Still nothing on the scanner told me that I had freight for another destination; in this case ZZZ2 going to ZZZZ1. I didn't realize I had loaded the ZZZ2 freight to ZZZZ1 until the plane was already gone and I was already working the next flight on my gate and the cargo coordinator questioned me about the freight that it was missing from the gate. I notified my supervisor and spoke with safety to file a Report and the Cargo Dispatcher regarding the incident.




Synopsis: Air Carrier Load Controller reported inadvertent transport of Hazmat cargo to wrong destination.
Date: 201907
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew called via SATCOM approximately 50 nm north of ZZZZZ intersection to request phone patch with [Maintenance Control]. Crew was on oxygen as they were getting slow intermittent cabin smoke alerts. No FSS activation or smell of smoke present. Alert would appear for a few seconds and then disappear. [Maintenance Control] checked the systems on his end and suspected it might be just an indication issue. Call got disconnected and crew called back within 2-3 minutes. While on the phone patch; crew advised that alerts were becoming more constant. At this point we collectively agreed to cease the call and divert to nearest suitable. ZZZZ was approximately 220 nm ahead and we elected to divert there. Sent crew the latest weather and reroute message to ZZZZ but elected to omit sending the NOTAMs due to being in [priority] descent and the numerous amounts of ACARS messages required to send NOTAMs to the printer. ZZZZ Ramp/Recovery/Manager/Duty Officer was advised of Aircraft X being diverted. Dumped approximately 15k of fuel (fuel dump report sent); [ATC was advised] and services were dispatched. Flight blocked in with no issues. Local MX determined that 3 consecutive smoke detectors (10-12) were defective and fixed 1 to comply with MEL that was issued shortly thereafter. Once blocked in; crew called and conferenced with Duty Officer so we can get more information about the divert. Crew stated that in there was some lithium batteries nearby the smoke detectors in question. With regards to omitting the ZZZZ NOTAMs due to [priority] descent and close proximity of the airport. I could have sent a quick summation of the NOTAMs to the effect of 'all runways open and no applicable NOTAMs impacting any approaches.' Another prevention is to increase character limits in ACARs to send large amounts of information to the printer.




Synopsis: Dispatcher reported SATCOM from airborne flight crew reported intermittent Cabin Smoke Alerts. Flight crew advised ATC; and diverted to nearest suitable field for maintenance.
Date: 201907
Local time of day: 0601-1200
Location: EGLL.Tower, FO
Flight conditions: VMC
Light: Daylight
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Event / Encounter Aircraft; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Holding short of Runway 27R at A3. Both Captain and FO (First Officer) were new to the airport.  We received a clearance that we understood as lineup and wait behind a departing heavy jet.  The [Relief Pilot] who was very familiar with the airport said stop.  We stopped but the nose of the aircraft had crossed the hold short line.  We immediately notified Tower.  The red light bar was not illuminated.


Second narrative: I believe we were holding short of A3; short of Runway 27R LHR; awaiting our turn to take the runway for takeoff.  Other aircraft were short of A2 and A1 so our sequence for takeoff was unknown.  We were already stopped; sitting still with the brakes set.  It appeared that we might be next for takeoff.  Tower called us and gave the instruction to hold position. The FO (First Officer) acknowledged and read back the instruction.  A few moments after that call the [Captain] released the brakes and added some thrust.  I wrongly assumed he was positioning the aircraft a few feet ahead to get closer to the hold line.  From my seat as the [Relief Pilot] I could not see a hold line or any red light.  Then I noticed him add additional power and that's when I realized he was thinking something entirely different; like take position on the runway.  I immediately verbalized no no no and grabbed at his arm.  The FO also verbalized no.  We immediately stopped but had moved about 50 feet; across the hold line.  Again; I still couldn't see it from my seat.  The FO called the Tower to report that we had crossed the line.  They sent a B747 around.


Synopsis: Flight Crew reported Captain passed the hold short line causing landing aircraft to go-around.
Date: 201907
Local time of day: 0601-1200
Location: ZAU.ARTCC, IL
Aircraft: Cessna Citation Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on a flight to MDW.  Due to delays; we were asked to hold on southwest of the Peoria VOR on the 200 degree radial with 10 NM legs. Initially; I had set right turns in the FMS; because the Controller did not specify they wanted us to make non-standard turns. The Captain then instructed me to change it to left turns; because we were instructed to hold 'southwest' of the VOR. To avoid an argument; I asked the Controller to verify they wanted us to hold southwest of the VOR. Controller confirmed that fact. So; there we were in a hold over the Peoria VOR making non-standard turns without the Controller asking us to do it. We held for 45 minutes; and Controller did not say anything to us about it; so I'm guessing we were not creating a conflict. In the future; I will ask specifically if left or right turns are wanted; if there is any doubt by a fellow crew member.




Synopsis: Citation First Officer reported conflicting holding clearance interpretations during descent to MDW airport.
Date: 201501
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: IMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90
Aircraft component: Compass (HSI/ETC)
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial
Human factors: Confusion; Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi; In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airport
Primary problem: Aircraft

Narrative: While waiting for takeoff at KLGA runway 13 the FO side had a HDG warning flag; FO went to DR mode and as we were cleared to Position and Hold 13 the CA side got a HDG Warning flag. I put his into DR mode and we aligned the runway with the correct heading via Mag compass. We were cleared for takeoff with no issues. ON the departure (LGA 4 Whitestone Climb) we executed the first and second turn in DR mode which was still correct with the Magnetic Compass. The captain called for the Climb Checklist [while] on the 040 heading approximately 4000-5000 MSL. As I was completing the checklist ATC issued us a 290 heading. While we were turning I was finishing the checklist where I put both compasses back to MAG mode. Both primary compasses slewed while we were in the turn and when we rolled out we were almost 60 degrees off heading. ATC asked what our heading was [while] both primary indicators read 290; to which I responded 290 heading. ATC said they were showing 230 heading. We crosschecked against the Magnetic Standby Compass which read about a 240 heading. The captain started an immediate turn to the right to correct while I put both primary HDG indicators back to DG mode and slewed back to the proper heading. After about 5 minutes I attempted just my side HDG indicator back to MAG mode where it slewed about 20 degrees off. It took about 10 minutes to get both headings to match and stop precessing off actual heading.The magnetic variation issues at the departure end of LGA runway 13 caused a larger issue with the HDG indicator than we both realized. Only move one at a time and crosscheck against magnetic compass.




Synopsis: A CRJ-700 flight crew encountered magnetic heading anomalies after departure from Runway 13 at LGA.
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: clear; 100
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: I was in a Super Cub flying toward an uncontrolled airport. The pattern was very busy including some fast-moving aircraft so I veered off east of the airport planning to wait until the pattern cleared so that I could land my slow flying plane. I was just at 4NM from the airport.An instructional flight with a CFI and a student made a radio call that they were 'on the 45 to the left downwind for 23'. Shortly thereafter they passed underneath me from a blind spot behind me and to the right; east.The instructor was upset feeling that I was 'in the downwind' for 23 without making radio calls. At the time of the near miss; I was a few hundred feet inside the 4 NM airport area. From a visual perspective; I did not think that I was anywhere near the pattern; except for jets which I would have expected to be higher than my 2;300 feet.I was barely inside the 4 NM airport area and had not made any radio calls; intending to maneuver well east of the field to wait on traffic to quiet down.One contributing factor of the near miss was me not making a radio call that I was at the edge of the airport 4NM area. A contributing cause was a light aircraft at pattern altitude over 4 NM from the airport considering themselves to be in the pattern.I did contact the pilot of the other aircraft to 'debrief' the situation and I plan to discuss with the leadership of the flight school.




Synopsis: Piper J3 Cub pilot reported an NMAC at an uncontrolled airport requiring evasive action.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cockpit Door
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Release Refused / Aircraft Not Accepted
Contributing factors: Human Factors; MEL; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: Arrived at aircraft to preflight. Reviewing the aircraft log book; I saw MEL for Flight Deck Door Auto Lock/Access Control. This called for positioning the power cutoff switch to cutoff; to deactivate the automatic locking system. Flight Deck door is locked with the deadbolt in the Lock Key Inoperable position prior to departure. The procedure goes on to say the Captain will brief both the First Officer and First Flight Attendant that the deadbolt will be used to lock the flight deck door in flight and access keypad will not be operative for emergency access to the flight deck from the cabin. The problem is there is no longer a key to enter if a pilot is incapacitated in flight while the other pilot is flying or while both pilots are incapacitated either in flight or on the ground during an accident or incident. It seems the MEL has not addressed this after the keyed lock was removed. I contacted the Chief Pilot and was patched in with a 737 Fleet Captain who was advised of the situation. As a result; I turned down the aircraft and advised dispatch. Another aircraft was made available and we continued our sequence. There was no way to enter the Flight Deck if one pilot incapacitated in flight or both pilots incapacitated on the ground or in flight as a result of an accident or incident. Suggest alternate entry procedures need to be addressed or system listed as a no item until repair is made.




Synopsis: B737 Captain reported refusing to accept an aircraft with an MEL for 'Flight Deck Door Auto Lock'.
Date: 201912
Location: ZZZ.Airport, US
Aircraft: B777-200
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)
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
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Smoke and electrical smell; immediate deplaning; one crew member stepped off the plane to assist with getting the flow of people moving. Better communication with the Gate Agent to let them know the people needed to exit the plane ASAP. Flight attendants were directing people out; Agent was directing people back on.




Synopsis: B777-200 Flight Attendant reported executing a deplaning of passengers during boarding due to smoke and fumes in passenger cabin.
Date: 201908
Local time of day: 1801-2400
Location: DCA.Airport, DC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
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: Training / Qualification
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: DCA Gate X. Being marshalled; final phase; with only feet to a final stop; I had just shut the Number 2 engine down. I lost my forward momentum as my left main settled into a depression in the asphalt. The depression is deep and is right at the transition to concrete at the gate parking pad. I could not get enough thrust on one engine with recommended power settings to taxi out of the depression and over the concrete lip for taxi the last few feet to the desired parking position requiring restarting the Number 2 engine.




Synopsis: Air carrier Captain reported ramp surface depression caused aircraft to stop moving during taxi-in; requiring high thrust settings to continue to gate.
Date: 201203
Local time of day: 1201-1800
Location: JFK.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Second aircraft: A380
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Just prior to the ZALPO FAF during a coupled ILS [Runway] 22L approach to JFK at 1;800 FT MSL; the localizer began deviating about 2 dots left and right. The deviations took about 5 seconds between 2 dots left to 2 dots right and continued for about 20 seconds. Before and after the deviations; the localizer was stable and appeared to be accurate. The autopilot was in APPR mode and was attempting to turn left/right to chase the localizer; so heading mode was selected to stabilize the aircraft. After the localizer deviations ceased; the localizer was reengaged with NAV mode and the glide slope was rearmed with APPR mode. The remainder of the approach was normal. The glide slope did not appear to be affected. The incident occurred during day VMC conditions. Had this incident occurred during IMC conditions and particularly below 1;000 FT AGL; a missed approach would have been warranted. An Airbus A380 was about 6 NM ahead on short final or on the runway during the incident. I suspect that this aircraft interfered with our localizer reception. When conducting ILS or LOC approaches during IMC conditions; a greater distance than 6 NM behind the A380 may be necessary to insure stable and continuous localizer reception for aircraft using the localizer and following the A380.




Synopsis: A CRJ700; six miles behind an A380 on approach to JFK Runway 22L; experienced localizer deviations two dots left and right of center while the A380 was on short final and landing roll.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Tire
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Workload; Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Post Departure
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was called to aircraft for a cut in the # 4 main tire. Since the aircraft was due to depart in approximately 30 minutes. I asked for assistance from Mechanic Y to change # 4 main tire. I finished the installation of the tire while I proceeded to sign-off the entry in the logbook. After returning back to the Shop; Mechanic Y explained to me that he might have left a tool on the right Main Gear Spray Deflector. I policed the area that we had been working in and was unable to locate the tool. The tool was found on the Ramp after filing out this report.




Synopsis: A Line Mechanic reports changing # 4 right main tire on a B717 aircraft with the assistance of Mechanic Y; who later told him; that he; Mechanic Y; may have left a tool on the right Main Gear Spray Deflector.