elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Local time of day: 1201-1800
Location: IAD.Airport, DC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During walk around; First Officer noticed the fueler was absent from his position and nowhere to be seen as fuel was being pumped into the aircraft. The ground wire was on the ramp and not attached to the aircraft. This was an UNSAFE condition.Fueling Personnel follow SOP.


Second narrative: On First Officer's walk around; it was noted that a refueling hose was hooked up to the aircraft and was pumping fuel into it. The problem was no one was monitoring the refueling. No one was in sight. Furthermore the grounding cable was not connected to the aircraft. The First Officer looked for a supervisor to inform him of the problem. He found one and briefed him of the dangerous safety hazard this type of operation creates. The Supervisor more or less made excuses for his employee's actions. Hopefully he will be counseled on his poor adherence to procedures. That type of non-compliance with procedures while refueling aircraft could have disastrous consequences.


Synopsis: A B737 flight crew reported the First Officer noticed on his walk-around that the aircraft was being fueled with no one present and the grounding wire was also not attached.
Date: 201209
Local time of day: 0601-1200
Location: ZID.ARTCC, IN
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure; Aircraft; Weather
Primary problem: Procedure

Narrative: Flight was on arrival at SDF. After an incident from last week we were hyper vigilant on changes to landing runway. Starting approximately 30 minutes prior to landing the runway for landing was changed five times. This involves extensive FMC changes to insert and verify that the now new arrival has been properly loaded. We had hardly completed one change when the runway was reversed and we had to go through the process once again. After the last change when we were given to Approach Control we asked are we still cleared on the MAUDD1 arrival. There was some hesitation and at that time we were given a heading to intercept 35R LOC and eventually cleared visual for uneventful landing. After parking the runway was reversed once again. On a previous flight after a last minute runway change which resulted in a deviation our crew was extremely vigilant on proper FMC loading and verification. This was all happening on descent and during the time in all flights when history shows the highest chance of an accident or incident occurs. There needs to be an understanding of the work load incurred every time there are changes made to the landing runway.




Synopsis: Air Carrier arrival into SDF voiced concern regarding the multiple runway changes issued during the descent into the airport listing the increased FMS workload needed to accommodate the changes.
Date: 202011
Local time of day: 1801-2400
Light: Dawn
Aircraft: No Aircraft
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Confusion; Workload
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Other at work office
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I came in for my shift on dispatch desk X and found out they had closed desk Z again. I am left here by myself no one to answer phones; watch my desk when I relieve myself or heat up dinner; as the last time this happened; my phones were ringing off the hook. This is not good leaving a dispatcher without any back up!Management refuses to cover overtime; flights are redistributed. I had 20 releases; 17 flights in the air the first hour with two maintenance issues.Keep the desks open!




Synopsis: Dispatcher reported excessive workload and lack of relief is causing safety of flight issues and work rule violations due to COVID related staffing cuts.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: At the gate the First Officer felt a jolt to the aircraft. He then performed his preflight walk around and discovered a 2-inch gash in the right side of the fuselage approximately two feet forward of the fwd baggage compartment (6 feet off the ground). He reported it to me. I was at the boarding gate retrieving paperwork and discussing the fuel load with dispatch. We inspected the gash together and then informed local maintenance; Maintenance Control; Dispatch and the station manager.


Second narrative: While I was in the cockpit performing my preflight duties; I felt a jolt. During the actual outside preflight I discovered a 2 to 3 inch hole about 2 feet forward of the forward cargo hold about 6 feet high. I notified the Captain.


Synopsis: MD82 First Officer reported feeling a jolt during preflight while sitting in the cockpit. During the exterior preflight a gash was noted on the right side of the aircraft; ahead of the forward cargo hold.
Date: 201203
Local time of day: 1201-1800
Location: FLL.Airport, FL
Flight conditions: Mixed
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B MIA
ATC / advisory: Center ZMA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Taxi
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion
Second reporter function: First Officer
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the arrival we were busy on the TCAS as there were multiple targets in our general vicinity when were given 6;000 MSL. We were then given a descent to 5;000. Upon landing I was told to call the TRACON and was told I violated an altitude. After examination of the situation; we either answered a descend to 5;000 FT clearance intended for another airplane or replied to the clearance to descend to 6;000 FT and put 5;000 FT in the altitude window in error. In either situation there was a conflict with other traffic and I understand it is not acceptable. I will request a copy of the tape for my own personal use and possible training to other people in the future. To prevent this from happening in the future I will make sure to look at the altitude window and point to verify the altitude assigned and not just repeat without visual confirmation. I am personally and professionally embarrassed by this mistake.


Second narrative: ...while we were descending to 6;000 FT we were cleared to 5;000 FT and when we were at 5;000 FT we got an RA on the TCAS and right after that we were assigned to turn left to a heading of 270 to avoid traffic.


Synopsis: A BE-40 flight crew experienced a TCAS RA when they descended to 5;000 when cleared to 6;000.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on approach RNAV XX at ZZZ; we got a GPWS Terrain Terrain. Since we were IMC we immediately initiated an escape that quickly resulted in a go-around. We notified Tower of the go-around. They asked the reason and we told them; for terrain. We were then vectored for another approach to Runway XX and landed without incident.


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


Synopsis: A320 flight crew reported GPWS terrain alert on approach to landing.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
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: Pneumatic System
Component problem: Failed
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: Troubleshooting; Workload
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departing ZZZ; received a No. 2 engine bleed leak message on pneumatic panel; with EICAS message. Deselected engine bleed source per QRH procedure. Continued flight after considering air return to ZZZ as bleed leak warning went out shortly after deselecting right engine bleed.  Later in flight at FL250; suddenly noticed acrid strong odor. Captain called flight attendant on interphone and confirmed some smoke and strong odor present in cabin. Decided to perform 'smoke in cockpit' memory items. During this procedure apparently Captain's mask interphone failed and he was unable to communicate with O2 mask on. Pilot Flying assumed flying and ATC communication responsibilities and coordinating descent and weather deviation with ATC. [Requested ATC priority handling]. During descent eventually Pack 1 overheat EICAS message annunciation. Smoke and odor dissipated so O2 masks removed and normal crew communication resumed. Continued to destination as no longer producing smoke and no odor detected in cockpit and confirmed by flight attendant in cabin. Landed uneventfully in ZZZ1 with good priority handling by ATC and some weather deviation due to local rain showers. [I] understand that the left air conditioning pack failed; causing smoke and odor noted.


Second narrative: At FL250 with right pack and bleed deselected; began to get smoke throughout aircraft. Donned masks and [requested priority handling] with ZZZ ATC. We received clearance direct to ZZZ1 from about 80 miles out and descended to 10;000'. After about 2-3 minutes; smoke dissipated and did not reappear. Uneventful landing.


Synopsis: EMB145 flight crew reported a fume event of smoke and strong odor in the cabin occurred in cruise following a number 2 engine bleed leak EICAS message.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were getting ready to push; running slightly behind schedule. The Flight Attendant came up with the Passenger count napkin and I asked her to flip the cockpit door switch down. She said she would but had a Passenger issue she wanted to resolved first. A Passenger said that not all of his party was onboard. I had been in the boarding area at about push time to get the weather packet. There were no remaining Passengers in the area so I know the Agent had not shut the jet way door early. I looked at our time enroute and knew there was no way we could delay any further without being late into ZZZ1. She said she was fine leaving and told the Passenger they would have to check with Customer Service in ZZZ1. We taxied out and departed 4R. On the takeoff roll the cockpit door came open and the Flight Attendant slammed it back shut immediately. On the climb out we realized the door unlock light was still on thus allowing the door to come open. As soon as it was safe to do so the FO got up and flipped the switch. He also locked the deadbolt just in case something else might be wrong with it. We inspected the door at ZZZ1 and it worked normally.Whenever a checklist is interrupted or not fully completed you must exercise extra vigilance to make sure it gets done. I also am planning on putting the door lights in my scan just before takeoff as an extra safety measure.


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


Synopsis: B737 flight crew reported that the cockpit door flew open during takeoff.
Date: 201705
Local time of day: 1201-1800
Location: GGG.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower GGG
Reporter organization: Fractional
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing at GGG; the winds were gusting to 30 knots; and we had 10 knot loss short final. The First Officer (FO) landed smoothly but long trying to counter the effects of the wind. Construction was taking place along taxiway Golf and the exit at November was closed. At taxiway Bravo there were several ground ops vehicles giving the illusion that Bravo was closed as well. The FO slowed the aircraft prior to runway 36 as we waited for the tower to give us taxi instructions; but the tower was busy with a back and forth transmission with another aircraft that was inbound to the airport. The transmissions continued long enough that we taxied and tried to exit runway 36 un-commanded by the tower onto runway 31 and exited at Lima for the ramp. It was at this time that the tower informed us that they considered this to be a runway incursion and a pilot deviation; and to call the tower.The only choice that we had was to stop on the runway prior to runway 31 and wait for the transmissions to cease between the tower and the other aircraft and ask for taxi instructions from the tower.


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


Synopsis: Corporate Jet flight crew reported a runway incursion after landing at GGG due to construction and communication issues.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: While [we were] cruising at 10;000 FT MSL; contacted Center for vectors to final for the ILS to Runway 5. Both flying and non-flying pilots thought the Controller gave a heading of 305 degrees and a descent to 3;500 FT. Clearance was repeated back to the Controller with no correction to the clearance by the Controller. Aircraft was turned to 305 degrees and a descent started to 3;500 FT. Approaching our assigned altitude the Controller informed us that our assigned altitude was 4;200 FT. Low altitude alert! All too common case of miss communication; if a repeat of a clearance is required by the pilot then the Controller should verify the clearance as correct or incorrect.




Synopsis: A C90 crew read back a Center vector clearance to 3;500 FT so while descending got a low altitude alert and ATC stated they were cleared to 4;200 FT but had not corrected the pilot's 3;500 FT readback error.
Date: 201402
Local time of day: 0001-0600
Location: PTRO.Airport, FO
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF PTRO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: This has been an issue recently highlighted by the Chief Pilot; and finally I was able to take photos; although blurry; it clearly shows the CFR trucks in the barn and unmanned.  During back taxi in PTRO we taxi right in front of the CFR barn.  We noticed the CFR trucks were still parked inside the barn and no one was around or near them.  In a previous FOM it stated that the local CFR must be manned in proper PPE and at the ready upon our arrival and while on the ground; especially while fueling with passengers on board.




Synopsis: Air carrier Captain reports that his company operations manual requires that the local CFR must be manned in proper PPE and at the ready upon arrival and while on the ground. This does not appear to be the case at PTRO; but the Chief Pilot does not agree.
Date: 201807
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: General Evacuated
Contributing factors: Aircraft; Incorrect / Not Installed / Unavailable Part
Primary problem: Ambiguous

Narrative: We were dispatched to an airplane having an Amber Alert on runway. The aircraft brakes locked up for an unknown reason causing the Aircraft to come to a complete stop at the 6000 ft. marker on the active runway. Upon arrival the passengers were helping each other down from the door 1L on the aircraft. The city dispatched air stairs that are incompatible with the ERJ145. The fire department eventually had a medium A frame ladder that was shorter than the door to access door 1L. There were passengers carrying bags as they crossed the open field between the runway and taxiway foxtrot where the busses were staged for the passengers. The major concern was that the passengers did not have a safe way to exit the aircraft and not causing possible injury and harm to the passengers. It is a known fact that all driving air stairs are too high to access ERJ145 doors. Having passengers jump down 5 ft. or more because that is not proper evacuation stairs or a process in place. The Amber Alert System has flaws. Not recognizing that the ERJ145 has unique requirements for emergency evacuations. Created by the non-standard height of the door compared to most all other mainline aircraft of those that have their own doors self-contained like the RJ200/700. The ERJ145 has no self-contained stairs or safety slide for passengers to access in the event of an emergency like happened today when the brakes locked up and sparked and caught fire.




Synopsis: A ramp agent reported the ERJ145 does not have air stairs nor a safe way to deplane while on the ramp and away from a jet bridge.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout we lost the green hydraulic system. I ended up flying the aircraft and doing the radio's while the captain did the checklists. Stainless steel hose in the wheel well split.




Synopsis: An A319 lost Green Hydraulic system pressure during climbout.  The flight returned to the departure airport.