elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Troubleshooting; Physiological - Other; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy
Primary problem: Environment - Non Weather Related

Narrative: There are several concerns regarding the long term wearing of face coverings on an airplane. There is a reduced oxygen environment while in-flight. It is difficult to breathe normally with more layers and there are many studies that I am concerned that our company and the CDC do not take into account. The time of useful consciousness at 41;000 feet does not allow enough time for customers to get on supplemental oxygen and take off their face coverings at the same time. Time of useful consciousness is roughly 9-12 seconds. If a face shield is worn in addition to a face covering it takes even longer for non-trained customers to don O2 masks. In addition; the face covering takes away senses of smell to properly detect issues on board the airplane in the event of a biological mishap or a potential fire. Security concerns remain regarding covering a passenger's face along with flight attendants for cockpit entry and exit procedures to properly verify identities. Wearing a mask during critical phases of flight continue to be concerns when it comes to quickly communicating.




Synopsis: Flight Attendant reported concerns regarding face mask policy and how passengers would react in the event of a rapid depressurization.
Date: 201812
Local time of day: 0001-0600
Location: LAX.Airport, CA
Light: Night
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Tower LAX
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While working the Local Control position during the night time session; I noticed a call sign of an aircraft; moving along the center taxiway in between runways. I looked and observed that it wasn't an aircraft that matched up with the target. It was a vehicle. A discussion ensued between myself and a supervisor regarding the previous events concerning false targets popping up on the ASDEX [Airport Surface Detection Equipment; Model X] matching up with a previous departure. The target would end up being a city ops vehicle patrolling and carrying out their regular duties.  We've also noted that when it has occurred on other occasions; the educated guess was that the city ops vehicle was holding somewhere west of taxiway hotel in the dirt when the false target began to float across the ASDEX. On this particular occasion; the target didn't just float across the screen; it actually tagged up with the city ops vehicle and continued to keep the tag of Aircraft X. The Supervisor directed me to ask the city ops vehicle to turn off their squitter for 1 minute and to then turn it back on. The city ops vehicle complied and the Aircraft X tag remained attached to the vehicle. The only time the tag disappeared from the vehicle was when the city ops veered off into the safety area to avoid exiting aircraft who just landed. While the vehicle drove east along Taxiway Hotel; the Aircraft X tag remained connected to the vehicle. The obvious safety issue is when the weather is not VFR and we aren't able to confirm the immediate identity of the false target. I recommend the active investigation on the matter to determine whether it's a software; hardware; or any other type of issue that is causing these false targets. Maybe it's a city ops squitter issue and not an ASDEX issue.




Synopsis: A Tower Local Controller reported an airport operations vehicle tagged up on their ground radar with as an with an aircraft call sign.
Date: 201511
Local time of day: 1201-1800
Location: PIT.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PIT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were on the ground in PIT after push back from the gate. Ramp gave us taxi instruction V5; V; hold short of E; then contact ground. FO switch FRQ to ground 121.9.  Ground told us; 'we never gave you the instruction to taxi.'  We told ground we were given taxi instruction from ramp and ramp told us we never gave you the instruction to taxi. We told ground we were given taxi instruction from Ramp and Ramp told us to hold short of E then call ground. Controller told us to turn right on Delta and hold short of W; you have a wheels up time; then controller came back and gave us the number to call. I did call the number; controller told me; 'We'll listen to the tape and then take the appropriate action.'


Second narrative: My CA and I were very surprised by this response as we had followed taxi instructions and our aircraft was the only aircraft taxiing/moving on the south side of PIT at that time. There was no danger to our aircraft or any other aircraft whatsoever. The south ramp; taxiways and runways were completely free/empty of other aircraft operations at the time. PIT was using 10L for arrivals (10C for departures) at that time.


Synopsis: Captain reported being told specific taxi instructions to a runway by Ramp Control. The crew taxied as instructed then contacted Ground Control. Ground informed the crew that they did not have clearance to taxi as they did. Flight crew then received different taxi instructions from Ground and were given a phone number to call.  Pilot called the number and was told they would look into it.
Date: 201307
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZ; TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As the local sector Controller; I observed a hand off that was inbound East of the RNAV arrival. I then observed VFR traffic converging at the same altitude; so I called ZZZ Sector XX and advised him of the conflict. He did not take evasive action on his own. He said; 'What do you want me to do?' Although the aircraft was still under his control and in his airspace; I told him to turn the Brasilia EMB-120 to a 170 heading and expedite to 120. At this time the aircraft were approximaetly 8 miles apart and both at 15;300. The Controller acknowledged; but delayed the instructions; and did not transfer communications until both aircraft were in my airspace and converging at 12;500 with 2 miles of separation. I immediately issued a 'traffic alert' and a hard heading of 120 and the EMB-120 reported the traffic in sight. I then issued visual separation instructions and coordinated with adjacent sectors. I feel very strongly that VFR aircraft are ignored in the Center environment and the situation could have been catastrophic had ZZZ kept communications one minute longer. The EMB-120 did not report and R/A and will probably file a near mid-air collision report. Management was notified. I recommend all Centers take classes on obligations to miss air traffic including VFR. We are bound to keep IFR aircraft safe from other IFR traffic as well as VFR but I think this is ignored across the country. I also feel that the Center Controller was derelict in his duties and did not care that the aircraft were in conflict.




Synopsis: TRACON Controller described an IFR/VFR conflict resulting from the Center Controller's reported 'inaction' with regard to separating the aircraft in question.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
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
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise; the A Flight Attendant called the cockpit and stated that he could smell a strange odor in the cabin. He said the odor was not present on takeoff; but had developed over the last few minutes. I told him to have the other Flight Attendants check and give input; and to try to make a determination if they thought it was smoke; fumes; or fire. There was no odor in the cockpit; and the report from the cabin was inconclusive; so I told the F/O to put on oxygen while I walked back into the cabin and see if I could smell anything. At first I smelled nothing and the F/As said that it was most noticeable when walking from the back to the front of the aircraft. Upon doing this; I thought that possibly there was a very slight odor just forward of the wings; but even then it was impossible to classify it. None of the crew thought the odor was from an electrical issue; smoke or fire. I thought maybe it could have been something in carry-on luggage; so we opened the bins and checked. We just could not say with any certainty what it was. All four Flight Attendants said they were concerned about it because they had never smelled anything like it before. I told them that we would most likely be diverting; but that I needed to coordinate with the F/O and Dispatch before making a final decision. I returned to the cockpit; we discussed the situation; and got a phone patch with Dispatch. We decided to divert. While enroute we ran the Smoke; Fire or Fumes Checklist; and diverted. Fire trucks followed us to the gate; and we deplaned all the Passengers and their belongings normally.Company Maintenance was unable to find anything wrong with the aircraft. The discrepancy was signed off and the aircraft returned to service. I contacted the Chief Pilot on Call to review the situation; we reboarded the aircraft and continued to [our destination] with no further issues.


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


Synopsis: B737-800 flight crew reported diverting to an alternate after noticing a slight odor in the cabin.
Date: 201811
Local time of day: 0001-0600
Location: ORD.Airport, IL
Weather elements / visibility: Snow
Light: Night
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
Contributing factors: Airport; Weather
Primary problem: Airport

Narrative: This [report] is regarding the incident where I and my partner taxied Aircraft X from gate to Company hangar. We were given the route to hangar from ATC Ground 'ALPHA; ALPHA 7; TANGO; WEST GATE; YANKEE; YANKEE TO HANGAR'. When we approached [the] west gate; we noticed on the right side of Taxiway Yankee; beside [another] hangar; before making a right turn to the a hangar; a huge bank of snow aligned with the number 2 engine. The snow bank was about 25 [feet] left [of] the taxi blue lights and about 50 [feet] long. I screamed to my taxi partner to veer to the left to clear the number 2 engine. Once arriving [to hangar]; [we] performed out post-taxi walk-around and inspected number 2 engine for possible impact damage. We inspected and found no damage.Event occurred because [the] city's cleaning operations didn't plow snow off Taxiway Yankee towards blue taxi lights.




Synopsis: Reporter stated that during taxi of aircraft from gate to hanger; aircraft almost made contact with snow bank that had not been plowed off taxiway by airport personnel.
Date: 201405
Local time of day: 1201-1800
Location: L30.TRACON, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Global Express (BD700)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZLA
ATC / advisory: TRACON LAS
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Aircraft; Procedure
Primary problem: Human Factors

Narrative: The PIC and I briefed the SHEAD 8 RNAV departure and missed the routing note. We checked all waypoints and altitudes in the flight plan and discussed that we would use RNAV and VNAV on the departure. We set FL210 in the altitude select.  Prior to SHEAD waypoint climbing through FL196 we were told to maintain FL190. I put FL190 in the altitude select and we were returning to FL190 when ATC told us to climb to FL230.  Enroute we were contacted by Oakland Center and given a phone number to call on the ground. Check; check; and recheck departure page. Can Jeppesen put a ceiling altitude of 'between 14000 and FL190 at SHEAD?'

Callback: The reporter states that the ATC clearance received did not contain a FL190 limit and only the routing note described this limit.



Synopsis: BD700 First Officer reports missing the routing note on the SHEAD 8 RNAV departure from LAS; resulting in a climb above FL190 before receiving clearance to do so.
Date: 202201
Local time of day: 1801-2400
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure; Situational Awareness; Human-Machine Interface; Distraction; Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: After takeoff and through about 8;300 feet both GPS stopped receiving/or jammed signal. All associated equipment that uses GPS stopped functioning. (i.e. Ads-b.) ANP reverted to no GPS accuracy and map shift occurred. We remained in the RNP area for the departure; but just by a couple of; 0.1 nautical miles. GPS signal returned through 16;000 feet. ATC was advised.




Synopsis: Air Carrier Captain reported possible GPS jamming during departure from the DEN area. A few thousand feet higher the GPS signal returned to normal. ATC was advised of the interference.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure
Primary problem: Procedure

Narrative: On climb out; First Officer noticed the flaps were still out at 300kias. We slowed down and retracted flaps and continued to destination.  FO saw flaps at 9. Crew did not complete after take off checklist correctly.  Slowed and retracted flaps. Crew should be more vigilant after take off and completed checklists. Also as you climb through 10;000 feet; check your configurations again.




Synopsis: Air carrier flight crew reported they failed to retract flaps after departure.
Date: 201708
Local time of day: 1201-1800
Location: A90.TRACON, NH
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Flight phase: Cruise
Airspace: Class B BOS
ATC / advisory: TRACON A90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: On a leg while in radar contact with Boston Approach I was asked to make a correction to the right to avoid a small TFR which led me into a Class Bravo area I was not warned or cleared to enter. I was told to contact the Norwood Tower to continue; I did so and was vectored out of the protected area then turned back over to the same Boston Controller and continued on to [destination].The Norwood Tower told me to call Boston Approach; I did so and after a conversation I was asked for my license # etc. I have never experienced a controller leading me into protected airspace without a caution that I was about to enter. I kept the same transponder code all the way to [my destination].




Synopsis: Piper pilot was told to call Approach Control after being vectored away from a TFR and into the Class Bravo.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: About 20 minutes into flight at FL240 FA (Flight Attendant) informed us that [a] passenger was having trouble breathing and eyes were rolling into the back of her head. We were approximately 30 miles from ZZZ and weather was VFR. I gave FO (First Officer) controls and [advised ATC] and began to divert to ZZZ. I informed ATC of situation and requested medical at ZZZ. I informed Dispatch; passengers; and FA we'd be on the ground in less than 10 minutes. We landed at 43000 lbs and taxied to gate where medical was standing by. I had passengers remain seated while medical tended to passenger. Passenger was taken off aircraft and to hospital.




Synopsis: EMB145 Captain reported a diversion due to passenger illness.