elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: During cruise flight; approximately one hour and 30 minutes from landing; a call was received from the cabin regarding a passenger; who was not complying with the face covering policy and disturbing nearby passengers. I asked the A Flight Attendant if any assistance or a diversion will be required; the reply was that more information was needed. A short time later; I received a call from the cabin informing me that the situation had been diffused and that passenger was now compliant.While on approach to landing in ZZZ; I received a call from the cabin stating that passenger was out of his seat creating a disturbance. The A Flight Attendant requested personnel meet the aircraft at the gate. Personnel met the aircraft and escorted passenger to the terminal without further incident.Due to the first flight attendants calm demeanor; I allowed myself to believe the incident was not an issue. From this point further; I will involve my Dispatcher as well as other available resources.Monitoring of passengers behavior during the boarding process can sometimes identify potential problems. Whenever possible; it is better to deal with these potential problems on the ground before the flight.




Synopsis: Air carrier pilot reported an in-flight passenger misconduct event.
Date: 201909
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On the initial climb out; we noticed very limited air out of the flight deck gaspers. Shortly after; the Flight Attendant called and said there was no air coming out of the gaspers in the cabin. We then came to the conclusion that the left pack had been over pressurized. We then proceeded with the QRH procedure and the QRH had us reset the left pack. When we did turn the left pack off and closed the left 10TH stage valve; the right pack worked normally so we requested FL250 as a final. About ten minutes later we got a right pack HI TEMP CAUTION MSG and I noticed cabin pressure raising rapidly about 1400 FPM. We proceeded to don our O2 (Oxygen) mask; initiated an emergency descent; and [requested priority handling]. We than diverted to ZZZ.




Synopsis: CRJ-200 Captain reported encountering depressurization resulting in a diversion to an alternate airport.
Date: 201808
Local time of day: 0001-0600
Location: I90.TRACON, TX
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B HOU
ATC / advisory: TRACON I90
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: I was working Final Center. IAH was on an East Flow; and we were bringing aircraft into Runways 8L; 8R; and 09. Final North was getting visual approaches below 4;100 feet for 8L. I was vectoring aircraft around heavy thunderstorms on the final; which had associated microburst alerts. I had two RNAV Yankee RNP Approaches on the south downwind for Runway 9. I was trying to thread the needle so to speak with Aircraft Y from the southwest inbound for Runway 8R. When I realized that I was going to lose both lateral and vertical separation with Aircraft X; I cancelled Aircraft X's approach clearance; and gave a descent to 2;000 feet and a heading of 070. I thought that was the only initial divergence that I'd need; because I was expecting Aircraft X to call the airport in sight almost immediately. Previous aircraft in the same position; had seen the airport; and I was expecting the 070 heading to be enough once it was combined with a visual approach clearance. When I realized that the pilot was not going to see the airport; I turned further to a 090 degree heading; and stopped my subsequent downwind aircraft at 5;000 feet. I then immediately turned Aircraft X to a right turn heading 180; and assigned the aircraft 3;000 feet. I believe the separation was 2.56 lateral; and 400 feet vertical (estimated). I shouldn't have descended Aircraft Y until I had ensured Aircraft X was lower; or assured a visual approach. The convective activity on the final; made the situation extremely difficult; however I should not have given up altitude. In the moment; I thought it would work; and upon realizing that it wasn't I took action; however separation was shortly lost thereafter.




Synopsis: Houston TRACON Controller reported a loss of separation between two aircraft on a RNAV approach.
Date: 201211
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Airport; Human Factors
Primary problem: Human Factors

Narrative: Prior to pushback; the First Officer and I reviewed the Commercial Charts. Prior to taxi; I was unaware that he called Ramp Control on #2 radio while I was on #1 radio; so I did not hear the clearance. He said Ramp cleared us to taxi onto Taxiway Alpha; right on RA; contact Ground. As I began a right turn onto Taxiway Alpha; he said; 'No; turn left'. I turned back onto the ramp to Taxiway RA thinking I misunderstood our clearance. I asked the First Officer to verify our clearance. He replied; 'Taxiway Alpha to Taxiway RA'. I said 'I was turning onto Taxiway Alpha; but you directed me onto the ramp'. The First Officer then realized he was confused between ramp and Taxiway Alpha. There were no airplanes moving on the ramp or pushing from any gate.


Second narrative: [Narrative 2 had no additional information.]


Synopsis: B737 flight crew experienced a taxiway incursion. No conflict was reported.
Date: 202010
Local time of day: 1801-2400
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I was the A FA on this flight.  I proceeded down the aisle.  I saw seat number XX1 without a mask and I said; 'Hey; you have to wear your mask.'  He just rolled his eyes and pull the mask from his neck.  Just as I finished; a lady was in front of me headed to her seat.  I turned and walked back up front until she could get to her seat.  I immediately returned to the back and passenger XXA had the mask pulled back down to his neck.  I did exactly the same thing again; very politely; I stated; 'Hey; you have to wear your mask.' He looked at me and said; 'Shut up.'  I responded; sorry; what did you say?  He removed the mask and yelled very loudly; 'SHUT UP!' and that's what I did and walked away.  I proceeded to the back to inform the crew what had transpired and before I could finish;  Flight Attendant Y asked me was it the guy with the X hair [style] at the window and I said yes; how do you know?  He stated he had asked him several times already and once during boarding.  At that time passenger in [seat] XY4 had come to the back and told me that the gate agents had an issue with him at the gate and during boarding before we left ZZZ about the mask and he has been a nuisance the whole time.  I just said OK.  I proceeded back to the front of the aircraft and when I looked at him; the mask was back down around his neck.  I informed the Captain.  Honestly; I felt like if this man is bold enough to scream 'SHUT UP' at me in the cabin; there is no limits.  I was too afraid to say anything else to him.  He continued the flight without a mask.  I discussed this with the Captain.  The crew and I agreed he would become belligerent.  We informed the Captain of such.  A CSA met us at the gate and I just know she spoke with him and stated he had the mask off when she approached him.  Passengers were complaining about him not wearing a mask.He does not need to fly if he cannot comply.  Also; the CSA in ZZZ did not inform us/me of his previous behavior.  He should not have been allowed to fly.  It would have been helpful if we knew in advance.




Synopsis: Flight Attendant reported a passenger was confrontational and refused to wear a face mask.
Date: 201704
Local time of day: 0601-1200
Location: BWI.Airport, MD
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: Altitude Hold/Capture
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Airspace Structure
Primary problem: Human Factors

Narrative: TRISH3 RNAV Arrival BWI - Flying Pilot Briefed STAR altitude restrictions. At FL140 [we were] cleared to descend via the STAR. Non Flying Pilot (NFP) set 4000 feet into the altitude alert and was confirmed by Pilot Flying (PF). Aircraft made TROYZ Intersection at FL120 and leveled off. After level off Flying Pilot went into the FMS PROG page and observed Top of Descent for next fix was scheduled in 1 min. Flying Pilot then went into the FMS and selected Direct 8000 feet interrupting the scheduled RNAV descent. Aircraft went into an immediate descent. Non flying pilot advised Approach FMS had lost VNAV and was unable to comply with STAR. ATC then descended [us] to 4000 feet for Radar Vectors for [the] 33R Visual. CRM or lack thereof! PF was in my opinion unsure [the aircraft] was going to cross the next fix at the correct altitude. PF neglected to communicate concern. PF when unsure needs to communicate with NFP any concerns!




Synopsis: C680 Captain reported that the pilot flying went into the FMS and selected Direct 8000 feet interrupting the scheduled RNAV descent.
Date: 202104
Local time of day: 0601-1200
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: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Distraction; Human-Machine Interface; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While enroute 1.5 hours into flight; both GPS units began showing intermittent faults. I began coordinating with Dispatch. Eventually; both GPS units failed completely. Dispatch and I agreed that diverting to ZZZ was the best option. It was accomplished uneventfully. No GPS jamming reported by other aircraft or ATC.




Synopsis: An Air Carrier pilot reported both GPS units failed.
Date: 201403
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Ambiguous

Narrative: Our original aircraft for this leg was a -300 with an inop APU. Ground Ops hooked up a ground air cart to start the #1 engine. After clearance from the ground crew and verification of airflow; we began the start sequence for the #1 engine. At about 35% N2; we noticed the air cart making a lot more noise than usual and the N2 rotation had hung at 35%. We aborted the engine start. The Captain informed the ground personnel that we had aborted the engine start. Ground Ops then informed the Captain via the headset that the airstart hose had disconnected from the aircraft. Ground Ops then shut down the start cart. After making sure that everyone on the ground was okay; we were informed that the end of the hose had struck the #2 engine. I immediately called for Maintenance and the Captain went down on the ramp to assess the situation. The hose damaged the cowling on the inboard side of the #2 engine at eye level. We swapped to another aircraft. The main reason for writing this report is to ensure that the ground crew is safe in the event that this occurs again. I am just thankful that no one was hurt. Make sure that everyone on the ground is well clear of the hose during ground air starts. Thankfully everyone was clear during this event. Hopefully ground personnel are aware of what that hose can do if it disconnects during a ground air start.




Synopsis: B737 First Officer reports the air hose; from a ground air start cart; separating from the aircraft during engine start and striking the number two engine. The engine cowl is dented and the aircraft is taken out of service.
Date: 201912
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C BTV
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Improperly Operated
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: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Company Policy; MEL; Procedure
Primary problem: Aircraft

Narrative: On the takeoff roll at approximately 100 kts.; the ISIS failed and showed an ATT caged. I aborted the takeoff at approximately 110 kts. After applying appropriate procedures we contacted Maintenance and reset the system. Brakes never left the green temp range. A takeoff was then performed to go to EWR. Several subsequent [warnings] were encountered due to other aircraft maintenance issues. Set up for arrival Runway 11 with a high traffic volume to TEB. we were vectored through the final approach course and set up for a intercept of the localizer. ATC then told us that visibility had dropped and to fly heading 050 for a breakout and to set up for ILS 4R. At about the same time we got a Bleed 2 low temp in icing with a low power setting due to an assigned speed of 170 kts. This distracted me and I failed to select heading mode. The localizer attempted to capture and turn the wrong direction. I recognized immediately and disconnected the autopilot and hand flew while resetting the AFCS for the desired state. We then were given a climb and a vectors for ILS 4R which was flown. Additional system issues on this aircraft occurred.Aircraft maintenance is becoming a detriment to safety. In two aircraft today; I had eight write ups. The following writeups occurred due to preflight or inflight discovery. On a prior flight the following 4 occurred - E1 FUEL IMP Bypass (Preflight); Coffee Pot 2 inop. (in flight); AP AIL Mistrim (inflight); AP FAIL (Inflight). On this flight there was an ISIS FAIL (takeoff); Pack 2 Overheat which did not reset (inflight); Wing AI FAIL (inflight).




Synopsis: Captain reported that distraction by multiple mechanical failures before and during flight resulted in a go around.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 337 Super Skymaster
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Beechjet 400
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Multiengine; Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On short final; I was cleared for the visual and when I was about 1000 ft above the ground a military T1 turned in from base to final underneath me. I was about 300 ft above the other plane and contacted the tower as I pulled up to avoid contact. The tower said I would be number 2 behind the T1. As the T1 went missed; I came in behind it and landed. The tower does not have radar and must rely on pilot reports and visual sightings.




Synopsis: C337 Pilot reported that while on final approach another aircraft turned from base to final underneath him.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Dash 8 Series Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Hawkeye (E2)
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on a 5 mile final to Runway XX in ZZZ; we noticed previously identified traffic on a left downwind leg starting what looked like a turn to a base leg. Unsure of his intentions; we asked the aircraft; at which point they informed us they would be out of our way by the time we got there. We responded by saying that would not work; and requested they do a 360 degree turn to fall in behind us. They responded by saying 'ok; you're in sight.' At this point the aircraft began a turn as we expected; however we believe they shot a low approach in the process; but it was difficult see. Once on short final; we saw them again making a climbing left crosswind turn. Our aircraft then crossed the threshold; and encountered wake turbulence just prior to the left main wheel touching the ground. This caused the aircraft to lose lift suddenly; and drift left of the centerline. The FO initiated a go-around. After the go-around we completed required checklists; I notified the flight attendant [and] passengers; and we landed uneventfully.




Synopsis: Dash 8 Captain reported executing a go-around after encountering wake turbulence on short final in trail of an E2 military aircraft.