elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Before boarding.  They [Deice Crew] deiced the plane. Air Packs were open and fumes blew into cabin. Back to front.  We waited in gate area for 25 minutes until fumes were somewhat dissipated.  Then we boarded passengers. I had a sore throat and cough. During flight and at home.




Synopsis: Air Carrier Flight Attendant reported a fumes event during pre-flight due to a deviation of de-icing procedure.
Date: 201703
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During arrival in to ORD on the VEECK 3; around the KAYTO waypoint we noticed on the map page that the aircraft was west of the depicted course line. The CDI was centered and the FMA indicated all normal modes were active. At this time the Capitan called ATC to confirm position; while I deleted the winds aloft data from the FMS. The deletion of the winds aloft was unintentionally deleted late and was just missed by the crew; despite our best efforts and my personal memory aid. We had been deleting the winds aloft all day but; it was missed on this flight. ATC did confirm we were off course by about two miles however; there was no conflicts with traffic. We asked for vectors and continued into ORD per SOP.Until the software issues are solved for this software load I recommend an ACARS alert at top of descent and/or adding a line to the checklist to verify the cruise winds are removed from the FMS before decent. I hope this software can be fixed ASAP. I have seen the fuel on landing calculation change by an addition of 800 lbs once the winds were removed. This can set a trap for the crew to think they have more fuel at landing than they actually do.


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


Synopsis: ERJ-170 flight crew reported being off course during a STAR due to not deleting the average winds aloft data at the top of descent from the FMS. An FMS software bug required this action.
Date: 201506
Local time of day: 0001-0600
Location: L30.TRACON, NV
Flight conditions: IMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B L30
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were taken off the TYSSN Arrival and told to go direct to SHANND and expect the visual fairly late in the arrival. We were given a late descent clearance followed by a clearance for the visual. I selected level change 250 to expedite the descent. I thought I was on the 100 radial off of LAS; which would have kept me in the Class B. ATC told me that I had exited the Class B but would re-enter in one mile. I do not agree but that's not really the point. When working around a Class B; that's set up like Las Vegas; it's difficult at best to maintain situational awareness on the lateral boundaries of the airspace (even in a newer model aircraft). I recommend having the Class B boundaries added to the moving map in the NG aircraft. If this is not possible; we should have the aircraft position on the moving map on our EFB available to us. The late clearances didn't help; but the real root of the problem is a lack of SA that we could correct with an avionics fix.Recommend Class B lines on the moving map in newer model aircraft. Allow us to turn on the GPS position on our EFB in the air.


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


Synopsis: B737 crew was vectored off the arrival; cleared direct to an approach fix; and told to expect a visual approach. Crew received a late descent followed by clearance for a visual approach. ATC then advised the crew that they had exited Class B but would re-enter in one mile.
Date: 201906
Local time of day: 1201-1800
Location: PVD.Airport, RI
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C PVD
ATC / advisory: TRACON PVD
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were on downwind for visual approach descending to pattern altitude and ATC stopped our descent for traffic. They kept us high and turned us base and gave us lower when we were a mile from final approach course. Conditions at the field were gusting winds down the runway with windshear advisories. ATC cleared us for visual approach very close to FAF when we were about 1;000 feet above intercept altitude.I turned final and determined that I could get stabilized by 1;000 feet; so I deployed the spoilers and asked for gear down and flaps 30. FO (First Officer) put the gear down and set flaps 30 and set the maneuvering speed without adding 20 knots and without me requesting the speed to be set. We were at a little over 2;000 feet AGL when as I continued to turn over the FAF to final the speed decreased rapidly and the green line came up fast and we received a stick shaker for almost a second. I stowed the spoilers and added power and realized the speed bug was set below what I was planning to fly. Immediately after the speed went up a knot or two into the barber pole (185 knots) and we heard the clicker for about a second also. After that we got stabilized although the speed continued to move around. By 500 feet we were stable and I decided to continue the approach to an uneventful landing. Contributing factors are as follow: ATC clearing us for the approach while too high. Myself accepting the clearance and not requesting a delay vector (we were around an hour late). FO setting incorrect maneuvering speed without a request. Possible windshear event causing rapid change in airspeed. Do not succumb to operational pressures and accept a last minute approach clearance. Avoid complacent use of the flight spoilers.




Synopsis: CRJ-200 Captain reported continuing to land from an unstabilized approach due to operational pressures.
Date: 201211
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pax Seat
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Passenger
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: A twelve month old baby almost severed his finger under the armrest in which the mother was seated. About 15 minutes into the flight; the passenger notified the 'A' Flight Attendant of the incident. They then paged for any medical personal onboard; and there was no reply. This notified the rest of us to come and assist. We wrapped the baby's finger with gauze from the first aid kit and applied ice bags until we could land. The mother and child were moved to the front row for landing and paramedics met the aircraft. They were taken off immediately upon arrival at the gate. This is my second experience with this exact injury within the last 3 months. The first incident was not as extreme. I believe the first incident was on the new interior. I wanted to bring this to your attention because it may have something to do with the new interior armrests. As we switched planes; we then discovered that it had happened on another flight coming at another time. That was information from an operations agent. So I know of at least 3 times this has happened in the last few months. The father called her the next day and informed us that child was in surgery. They could not just stitch his finger up; and the result was surgery. I have been flying 22 years and have never had this happen until now. Maybe something has changed with the design of the armrest or the seat; but someone needs to be aware of the incidences that are occurring.




Synopsis: A child's finger was nearly severed by the arm rest of his mother's B737-800 passenger seat.
Date: 202005
Local time of day: 1201-1800
Location: BVY.Airport, MA
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: CTAF BVY
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Airport; Weather; Human Factors
Primary problem: Airport

Narrative: Landed Runway 16 [at] BVY. It was dark with moderate rain. Tower was closed. We elected to exit the runway with a right turn on Runway 27 followed by a right turn on Taxiway B. It was very difficult to see because of the rain and lack of adequate lighting and making a right turn with me sitting in the left seat. It was the proverbial black hole. Bottom line; I misjudged the turn from Runway 16 onto Runway 27 and cut the corner too soon and we got on a bit of the grass infield. We were able to return to the pavement with little difficulty and continued the taxi to the ramp. On post flight inspection no damage was noticed. After calling my Chief Pilot it was decided to have Maintenance inspect the aircraft just to be sure. Like I stated above; with the rain and lack of any lighting I really should have been completely sure of my taxi path before I started the turn.


Second narrative: Landing at BVY it was a cold and VERY dark rainy night. The approach and landing were excellent. We briefed that we would land Runway 16 and taxi to the end to make a right turn on Runway 27. That seemed like the safest way to use taxiway Bravo to the ramp. I was in the right seat and had my head down doing pilot not flying duties as we made the right turn to join Runway 27. The turn was made a bit early and the airplane entered the grass momentarily. It rolled easily to the runway so we continued to the ramp. Crew inspection found no damage.


Synopsis: Flight crew reported a runway excursion at BVY in rainy dark conditions. Captain stated the lighting was inadequate in that Runway 16 and Runway 27 intersection area.
Date: 201510
Local time of day: 1201-1800
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Equipment / Tooling; Airport; Human Factors
Primary problem: Ambiguous

Narrative: On short final to Runway 04 at LGA; ATC requested that we go around. We executed a normal go around; following all policies and procedures.We were given sequencing vectors for another approach to Runway 04 and made an uneventful landing.LGA is equipped with runway centerline warning lights that show red when it's unsafe to operate on the runway. A 737 was in position on 04 and was given a takeoff clearance; but declined to roll because the centerline warning system showed red lights. We were asked to go around due to that aircraft on our runway.It may be significant to mention the runway 31/13 was closed for repairs and was heavily populated with men and equipment. One may speculate that their presence may have caused the apparently false runway centerline warning on Runway 04.




Synopsis: A319 Captain reported executing a go-around at LGA when a B737 refused takeoff clearance because the centerline runway warning system was illuminated.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute aircraft lost one hydraulic system due to fluid loss in that system. We declared an emergency with Center and proceeded to [destination.] Priority handling was provided by Approach for vectoring on descent and approach to the runway. We stopped on the runway and were subsequently towed to the gate.




Synopsis: A B767 flight crew declared an emergency and proceeded to an appropriate airport when one hydraulic system failed late in their journey.
Date: 202003
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: We are in the middle of a COVID-19 pandemic. Why are we still insisting on using wing walker headsets in line stations? We don't have cross traffic; our push back alley is one way in and one way out. It has come out that this virus lives on inanimate objects like plastic for 72 hours and 42 hours on metal. Our wipes are only cleaning 65% of the germs off. My supervisor insisted it be worn and assured me he cleaned it off. I don't feel comfortable with his reassurances since coworkers are falling ill and some dying due to this disease. Why are we still putting agents at unnecessary risk? One possible solution; until this passes; is to use old fashioned hand signals.




Synopsis: Air carrier ramp agent expressed concern about wearing headsets that might be contaminated with coronavirus.
Date: 201511
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: This was an IOE training flight with a new hire student. During our preflight planning we looked at weather and NOTAMs and didn't see any significant weather along route of flight except some turbulence. We pulled up an aviation weather website and saw moderate turbulence prediction for [near our route; but] it looked to be north and east of our route. We saw the jet stream had moved south. When we became airborne we started hearing PIREPS for moderate turbulence through altitudes we were transiting so we slowed to turbulence penetration speed and actually a little slower; 270 KIAS. We also heard a SIGMET for moderate turbulence. We were given an early turn off of our SID to direct to a fix on our arrival. This turn took us further south of original route. At FL240 while in the climb to cruise we experienced severe turbulence. We made a PIREP report and then determined the crew and aircraft were ok. There was no ACARS report of lateral or vertical Gs exceeded. The autopilot was on and never disconnected. After landing we made a write up in the Aircraft Maintenance Log (AML) and interviewed with maintenance followed by mandatory flight safety report.Like windshear; it's difficult to detect where turbulence will be encountered. We had also looked on our flight plan release at the tropopause windshear column for the clues that there would be turbulence on our route; shear of 10 knots or more indicate turbulence. The numbers we had didn't indicate severe turbulence. It would help pilots to have a 'picture' of the area affected; like we saw on the aviation website. But we don't have WiFi on aircraft and are busy with the task of flying and navigating. Also a direct routing clearance can take you off track from what you know about your route of flight and planning.When a SIGMET comes out; the only real help is other PIREPS given by pilots at altitude. ATC has the most updated info. If you are on a direct route it is difficult to ascertain if you are near the affected area sometimes. The iPad is a great tool but we have to know how to analyze the SIGMET quickly. So while we are flying it would be helpful if upon checking in with ATC they could tell us the threats along our route; not that turbulence was reported south of such and such VOR that we have never heard of. Information needs to be meaningful and timely to be useful in a dynamic and busy environment.




Synopsis: A300 Captain reported encountering severe turbulence at FL240 during climb with no 'G' limits exceeded.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Horizontal Stabilizer Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [In cruise flight] at FL320; #1 pitch trim lever clicked off followed shortly by #2 pitch trim; then the autopilot clicked off. I took control of the airplane [and] had the First Officer attempt re-engage the pitch trim levers and autopilot. Moments later the same sequence of events happened again. Instructed the First Officer to one more attempt; same thing happened. Third try; I instructed the First Officer to just engage the #2 pitch trim system and the autopilot. No avail. I attempted to manually trim the stab with the trim wheel but no luck. The First Officer ran checklist. We descended to FL280; not RVSM. Got direct to [a nearby suitable airport]; 40 miles out at 10;000 feet; declared emergency with Approach Control; vectors around for ILS; made Flaps 15/20 landing because gusting crosswinds and a good deal of nose down pressure on the control wheel. Landing; rollout; taxi to gate [with] no problems.


Second narrative: Manual trim was iffy. We could move the trim wheel only a centimeter or so without fear of damaging the system.


Synopsis: A300-600 flight crew reported failure of pitch trim system in cruise flight at FL320. Running procedure did not help; and the flight diverted to a nearby suitable airport.
Date: 201312
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Replaced bottle and tested good. Oncoming flight crew used it for flight; [and] then the next oncoming flight crew noticed system inoperative. System failed. No suggestions; maintenance performed correctly. Graveyard [shift].




Synopsis: An Aircraft Maintenance Technician (AMT) was informed that a flight crew noticed the Crew Oxygen System had failed when the second flight crew came onboard. Technician had previously replaced crew O2 bottle.