elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: About 10 minutes prior to scheduled pushback from gate; a ramp supervisor entered the flightdeck and introduced himself.  He had a phone with pictures he had taken of cargo he wanted to show me.  It showed a torn box with a propane cylinder in it.  He proceeded to tell me that one of the ramp loaders while loading a shipment of cargo noticed this box was torn open and saw a cylinder inside.  He inspected it and found out it was a propane cylinder that was full of propane.  The cargo was from the USPS and was a load of the same type of boxes weighing 1800lbs.  The rampers called their supervisor and he came to inspect the cargo and took pictures of it. The hazardous material was not declared and their was no record of this type of cargo.  It was the supervisor who came up to the flight deck to notify me of this. He told me the boxes were loaded with full propane cylinders. The gate agents were wanting to close the main cabin door about 5 minutes before push and we told them to hold off because they had to offload the cargo.  The hazardous cargo was offloaded in about 10 minutes and the ramp supervisor told me it was all offloaded and we were good to go. We proceeded to taxi out and the rest of the flight was uneventful.




Synopsis: B-737 Captain reported refusing USPS cargo of undeclared propane tanks that rampers discovered during cargo loading.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ; Class E ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The climb out and cruise phases were uneventful. During descent out of FL290 we received a CABIN Pressure Emergency alert with pressure reading 11000. We donned the O2 masks and began a rapid descent down to 10000; coordinating with ATC. The ECAM action items were accomplished. FAs and passengers were informed of the situation when ECAM was accomplished and at a safe phase of the descent. We were cleared for the ILS and landed with no further incidents. One passenger requested medical attention after landing; but deplaned before medical arrived at the gate. Upon arrival at gate; I informed maintenance; dispatch; and the chief pilot on duty of the situation. I feel everything went good and the whole crew handled the situation well and with professionalism.




Synopsis: A319 Captain reported loss of cabin pressure during descent.
Date: 201704
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Parked
Aircraft component: Aircraft Documentation
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure; Company Policy; Logbook Entry
Primary problem: Procedure

Narrative: Noticed flight was over burning fuel at much higher than normal rate. Crew also called to ask if load planning had the correct ZFW. All those number checked out. It was discovered that the OEW was incorrect for the aircraft. OEW more than 92000 difference. A normal OEW of that ac would be approximately 321k. Flight over burned 6;000 lbs.




Synopsis: B777-200 flight crew reported they queried Dispatch about a high fuel burn and were told the operating empty weight used to calculate fuel burn was more than 92;000 pounds light.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach; Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Took off Runway XXR at ZZZ. On climbout engine started running rough. At 200 feet significant loss of engine power. Advised Tower of immediate return. Tower cleared us to land on Runway YYR. When we were about to touch down we saw another aircraft had been cleared off Runway YYR. That aircraft maneuvered to avoid us and we maneuvered to avoid him to the best of our ability. Due to that we touched down in the second half of the runway; had to push the brakes hard and got flat tire. We did not have enough time to declare an emergency; however we informed the controller we lost power and controller responded by clear to land YYR. After that the controller informed us to go-around; but we couldn't go-around due to power lost; and maneuvered to avoid the other aircraft on the runway. No injuries or damage caused. We were 2 person on board.




Synopsis: C152 pilot reported an engine malfunction after takeoff resulted in an immediate return to the departure airport.
Date: 201301
Local time of day: 1801-2400
Location: BET.Airport, AK
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: FSS ENA
Reporter organization: Government
Reporter function: Flight Service
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Our in-flight position has Tower frequencies/FSS frequencies for satellite facilities that are part-timed to us when they close at night. In all cases; except one (BET Flight Control Tower); when the Tower facility/FSS location is open; we cannot select their frequency and communicate over it. There is one exception; BET Tower frequency 118.7. I received a radio call on Emmonak RCO 122.55. The frequency selector for Emmonak is 3 positions up from the BET Tower frequency selector. I saw the BET Tower frequency call indicator light flashing. I selected that frequency and began to talk on that frequency; overriding any other communications that BET Tower was having with aircraft in their local area. Bethel Tower frequency 118.7 is the only frequency on our position where we can override their control instructions when that ATC facility is open. This frequency needs to operate just like all of the other satellite Tower/FSS frequencies; i.e. when the facility is open; we should not have the ability to transmit any communications over their control frequency.




Synopsis: ENA FSS Controller voiced concern regarding the existing override capability their facility has for a BET Tower frequency.
Date: 202010
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Cleared to 'cross ZZZ at or above 14;000 feet; cleared for the ILS Z XX approach.'  Inattention to what mode the descent was in and tied with teaching on an OE; I descended to approximately 13;000 feet before realizing the error. We were in VMC conditions and had terrain in sight.  ATC did not mention the error.Performing OE for new FO and inattention to cleared altitude. Pay more attention during training on OE.


Second narrative: PM on OE and cleared to cross ZZZ at or above 14;000 feet; then cleared for the ILS Z Runway XX approach.  VMC with terrain in sight; descended below 14;000 feet prior to ZZZ.  Noticed the error; but ATC did not say anything.  Continued the approach and landed without further incident. Probably inexperience with the plane mostly; and also recency/currency; this was my first flight in an actual plane in about 7 months.  It was a new plane (I was on OE) and an unfamiliar airport.  The Check Airman and I had discussed the arrival/approach and how he was going to fly it during cruise but at the time were reviewing how to use the different descent modes to fly the approach and were momentarily distracted.More active monitoring and attention to what the plane's programming is doing; also experience in the plane will likely help.


Synopsis: Air Carrier flight crew descended below their cleared altitude. The crew cited distraction and the FO's lack of flying as contributing factors.
Date: 201712
Local time of day: 0601-1200
Location: ZTL.ARTCC, GA
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; 8
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We had an MEL restricting us to FL310. We were climbing out and there were some thunderstorms in the area and as we were going around the weather we leveled at FL300 with a bit of a bumpy ride. It was difficult to determine if we would be on top of the cell ahead and I could see that we were near the tops of the clouds visually. I asked the Captain if he could get us FL320. He said yes; requested it and we climbed to FL320. We cleared the weather and we were at FL320 for about three minutes when I realized our mistake. We then descended to FL300 and completed the flight.




Synopsis: First Officer of a large turbojet reported briefly climbing above an altitude restriction set by an MEL to avoid weather.
Date: 201905
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: Parking Brake
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Arrived at ZZZ gate X after operating Aircraft X on the XXth of May (local date). Gate was clear and marshaling crew ready when we arrived. Parked normally and parking brake was set and 'set' light verified illuminated. Then directed my attention to overhead panel watching for external power to be connected. The parking break released and the aircraft rolled forward several feet before I was made aware the aircraft was moving. Stopped the aircraft again and tried to set the parking brake. Could feel the parking brake latch 'grab' when top of rudder pedals when depressed and parking brake handle pulled up but the brakes would not 'latch' all the way and hold the pedals. Several attempts were made to set the parking brake with no success. Aircraft was held stationary after initial movement by manually holding the brakes until a tug arrived and moved us back to the proper parking position and the chocks were in place. There was no injury to anyone on the ramp and no damage to the airplane. Parking brake would not fully engage.




Synopsis: B767-300 flight crew reported the parking brake failed after parking at gate.
Date: 201601
Location: ZZZ.Airport, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Library (other than Nav database)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Company Policy; Manuals; Human Factors
Primary problem: Company Policy

Narrative: Using my iPad to research company information. It stopped responding and indicated 'LOADING.' Never recovered. Tried hard re-boot of iPad - no help. After the hard re-boot I tried to open the app and it flashes a number of 'LOADING' screens then a LOGIN screen that; I believe; requires an Apple account. Entered my Apple account information and it rejects it. I checked the app versions and they both appear current. I had this same issue on a flight and had to remove apps plus disable the hotel wireless input and use the LTE signal to re-load the apps and then 125 updates. Apparently this will be required again.




Synopsis: B757 Captain reported problems with his iPad apps while trying to obtain company information.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 J (201) / Allegro
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a training flight to complete the CPL long cross country I experienced a loss of alternator power during climb from ZZZ. I returned to airport and alternator worked find on the ground. Decided to make return trip to ZZZ1 and after climbing out the fault reappeared upon retracting flaps. Since no maintenance was available at ZZZ the decision was made to continue the flight with radio mast off including transponder. Visual flight rules existed and see and avoid was used.  To conserve batter power all radios and other equipment were turned off. Upon entering Mode C required airspace (ZZZ2) the radio master was turned back on to transmit location and MODE C.  Gear was able to extend and flight terminated without incident. There was a period of around 140 NM in which no transponder data was transmitted; but flight safety rules were followed and an Ipad with GPS and traffic was used to ensure proper separation from other aircraft.  No incident occurred other than the travel without transponder transmitting data. Upon reaching ZZZ1 a panel under the horizontal stabilizer was found to be ripped in half. This doesn't seem to be related to the electrical failure and more due to fastener failures. Mechanic was called and all issues will be resolved promptly.




Synopsis: Pilot reported experiencing a loss of alternator.
Date: 201510
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Other General Ramp
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: The air hoses on the new TLD air units are too short and pose a potential safety issue when being used around our wide body fleet. The unit is large and bulky and has to be place directly in front of the aircraft's engine in order for the hose to be able to reach and supply conditioned air to the aircraft. In addition the ramp agent has to bring the unit up with a tug which requires them to drive up to the aircraft fuselage; disconnect the unit and then drive their TUG between the engine and the fuselage and under the aircraft's wing in order to remove the tug from under the aircraft. When it's time to remove the unit the agent has to reverse the tug the same way he just exited; hook up to the unit and then back the unit out. This causes a potential safety issue not only to the aircraft but also to the agent.




Synopsis: Air carrier Ramp Agent reported a potentially dangerous situation resulting from short air hoses on their ground air conditioning units.
Date: 201405
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZJX; Special Use W158A
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: There was heavy weather in St. Augustine Sector. It was a solid line extending from GNV towards SAV. I was working multiple aircraft southbound. Most were deviating Orlando International arrivals. Others were overflights going to MIA; FLL or the Islands. I requested additional Warning Area airspace but was told that the military would not provide any more. I had a little room to work with; but the weather continued to march eastward and eventually my aircraft began to deviate into military airspace. I called on some point outs to Sea Lord. I told management that we need to implement CAR40 procedures to avoid violating the Warning areas. The area in question was W158A. I continued to work with what I had. Over 30 minutes passed and CAR40 had NOT been put into effect. It should have only taken 5 minutes. At the time I had 7 aircraft in my sector and 6 of them deviated into W158A. This is dangerous because I can not see aircraft that the Navy might have flying in there. Basically; I can not ensure separation from a mid-air collision when aircraft under my control fly through the warning airspace. CAR40 procedures are what keep these commercial aircraft safe. They were not used.TMU and local management ignore the concerns of the controller workforce. They should work and listen to us. It is us; the air traffic controller; who are the ones certified on the various sectors. TMU is not even certified in the areas that they work with. This is why it is a continuing problem. Some of them try hard; but if you just don't have the knowledge necessarily you won't be able to help; more times than not they make it worse.




Synopsis: ZJX Controller describes weather scenario which causes aircraft to deviate through a Warning Area in which he did not have control of.
Date: 201903
Local time of day: 1201-1800
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: We were instructed to change STAR to the GESNR1 arrival and then the RNAV Y Runway 09 at IAH. The last point on the STAR; HOWLN; is also the 1st point on the RNAV approach. I connected the 2 points and reviewed but we noticed as we were approaching HOWLN there was a VECTOR prompt on the FMC. I tried to delete the vector but was unsuccessful. When we hit the point where we should have turned and commenced the approach; the aircraft did not turn. Approach Control broke us off the approach and gave us vectors.We should have told ATC when we couldn't correct the FMC so they could have just given us vectors.




Synopsis: B737-800 pilot reported a track deviation occurred on arrival into IAH following a last minute clearance change that was complicated by the FMC not responding as expected during reprogramming.