elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Local time of day: 0601-1200
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; 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: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Environment - Non Weather Related

Narrative: Passenger X took his mask off when I gave him his drink orders.  He was very abrupt with me asking for ice.  I went by the cabin doing a walk through and he had his mask off.  I asked him to please put his mask on.  He then grabbed his cup took a small sip and held it.  He did not put his mask on but used the perception of drinking to not wear it. I went by again and help looked at me and again picked up his cup and held it close to his face.  Again not complying.Passenger X was very blatant in his disregard for our policy by holding a cup and pretending to take a sip each time we went by.  He was a very intimidating man and I felt he was going to get very angry and cause an issue.  It is very frustrating on our end dealing with passengers who use the eating or drinking to not follow COVID policy.  Passenger X was non-compliant and thought holding a cup and just sipping it for hours was a reason to not wear a mask.  That is not briefly or actively.  I went by again and help looked at me and again picked up his cup and held it close to his face.  Again not complying.  I think he needs to be banned while there is a mask policy in effect.  He blatantly disregarded our policy and used holding a cup and taking tiny sips as a reason to not wear his mask/neck gator at all.  He is someone who was ready to cause a scene and will bully other crews and do the same on other flights.




Synopsis: Flight Attendant reported a passenger was non-compliant with face mask policy.
Date: 201306
Local time of day: 0001-0600
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DEN
Second aircraft: Beech 1900
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We landed on Runway 16R during a runway change at DEN. We were not the last aircraft to land on the south flow so we didn't think they turned the runway to a north flow yet. We turned off on the high speed Taxiway D5; transitioned to WB; and taxied eastbound toward the ramp. While we were still on the high speed Taxiway D5; the Ground Controller gave us clearance to taxi on WB; turn north on F; and transition to CN to the ramp. The Controller did not give us any hold short instructions. While we were on WB; we looked down 16L and did not see any aircraft taking off on 16L. The Controller then told us to stop which we did; and we then saw a Beech 1900 cross above us while landing on 34R! The Controller apologized and cleared us to continue taxiing to the ramp. We crossed the hold short line that protects the final approach for 34R. We did not see the Beech 1900 because we thought the airport was still on a south flow and we didn't hear a hold short command. We were also distracted by the many aircraft on the ground taxiing to and from different runways while a runway change was underway. We wanted to make sure we didn't cause any problems to aircraft on the ground and we weren't thinking about any airborne threats. I will be more diligent to look BOTH ways when I cross under the approach path of a runway.


Second narrative: As I was receiving a response from Ops; the Ground Controller urgently called; 'Company Flight Number; STOP!' The Captain immediately stopped. As I looked out my window; I saw a B1900 in landing configuration approaching Runway 34R. As we watched; the B1900 appeared to execute a go-around.


Synopsis: DEN Ground Control issued a B737 crew clearance to the gate after it landed on 16R then issued it an emergency stop after the aircraft taxied into the Runway 34R Runway Safety Clearance Zone while a BE1900 on a Runway 34R final executed a go around.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was holding short for the Runway XX on the taxiway. There was a plane about to land. As that plane passed me; the Tower told me to 'take position and hold.' I repeated the instructions and proceeded into position. While in position and holding; a third plane; came overhead to land. I repeated my instructions to verify what I was doing and the Tower gave me permission to takeoff; which I did; staying in the pattern for one more full stop landing. I was listening to the Tower and heard nothing of a third plane. Actually; the Tower operator sounded young and inexperienced.




Synopsis: Pilot reported that a plane landed over them while they were instructed to position and hold on the runway.
Date: 201810
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: Flight Crew Returned To Gate
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We pushed back from [our] gate. The left engine start was complete and during the start of the right engine; I heard line service say 'stop stop'. My head was down during that time verifying the load closeout and inserting the takeoff performance numbers in the MCDU. But when I heard line service say 'stop stop' I looked up and saw the aircraft was moving forward. The tow bar was still connected at that time. There was slight damage to the tow bar and the aircraft nose tire. We got towed back to the gate. Maintenance changed the nose tires and we proceeded with no further incident. I believe there may have been a miscommunication on whether the brakes was set or not during that time.Eliminating heads down during movement on a busy ramp will bring more situational awareness of surrounding elements.


Second narrative: Aircraft rolled and damaged tow bar wheel. Slight damage to left nose wheelLine service advised over the headset to stop. Initially thought he meant stop the engine start; but when I asked; 'stop the start?' he responded by saying; 'no stop moving'.Parking brake not set and tug disconnected without crew knowledge. I never heard 'set brakes' Consequently I did not do the normal 'flow' of checking if the brake was set and did not verbally respond.


Synopsis: B717 flight crew started engine during pushback and damaged nose gear due to aircraft rolling forward.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: During the cockpit preparation; the First Officer and I noticed that the maintenance logbook showed the yellow hydraulic system had been serviced twice in the past eight days. We noticed it was within limits during our pre-flight check but toward the low end of the reservoir. During climb our 'B' Flight Attendant called and stated she was smelling a 'dirty sock smell' in her galley. She said the smell was intermittent and seemed to be only coming from one vent in the aft galley. Two other flight attendants said they smelled the odor and two did not. The First Officer and I referenced the QRH; followed the flowchart for and odor event and at no time reached a point that directed us to do anything but continue to monitor the situation. We continued to our destination and had a normal landing. After block in; we entered the odor event in the logbook and also noticed that once again the yellow hydraulic system needed service; so we also entered that discrepancy into the logbook. Our Contract Mechanic found a leak at the drain port for the yellow system and also noticed hydraulic fluid on the belly of the airplane. In the opinion of the mechanic; he believes that hydraulic fluid contaminated the air-conditioning packs causing the odor in the airplane. At the time of this report; no crew members have reported any symptoms or medical issues. If a hydraulic system is requiring excessive servicing a leak check should be done.




Synopsis: A321 Captain reported being notified by Flight Attendant of 'dirty socks odor' during initial climb. Maintenance at destination identified hydraulic system leak as source of odor.
Date: 201606
Location: MROC.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: Center MHTG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: On the PARZA 3 arrival to SJO the PARZA fix is listed 'At or above 9;000'. On the approach it lists the holding pattern at PARZA as at 10;000; but does not show an altitude for PARZA as a fix on the approach. The FMC loads PARZA at 10;000 when loading the PARZA 3 arrival with the transition to the ILS DME 7; PARZA transition. It seems there is a conflict there. There are no NOTAMs that address this.




Synopsis: B737 First Officer reported there is an apparent discrepancy between the charted altitude and the FMC procedure altitude at PARZA on the arrival to MROC.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
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: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight; Taxi
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: After level-off at cruise; the flight attendant called the flight deck to report fumes she noticed on taxi-out. She and [another] flight attendant said they felt mild symptoms of confusion & headache; but did not elect to call the flight deck till at cruise. We were de-iced after push and could have been a bit short of the 1 minute wait time in selecting ON on the engine bleeds on the second engine start; or there could have been other issues with the de-ice to cause such fumes. Further forward in the aircraft the fumes were not noted. No further fumes were noted on the flight.Always maintain caution with chemicals around the aircraft. Encourage crew members to come forward with questions/ issues in a more timely way.


Second narrative: After level off we received a call from aft flight attendants reporting that they smelled fumes in the cabin and were feeling sick after engine start in ZZZ. We had been de-iced at the gate with type one fluid on push back. After engine start I may have been a little to quick to turn on the #1 bleed system not giving at least one minute after engine start. We initially gave each Flight Attendant oxygen which did make them feel better. One of the flight attendants appeared to be ok however one we felt would benefit from a call to medlink. After counseling with medlink both flight attendants felt better. We had the flight met at destination by paramedics just to follow up with the flight attendants.Wait at least one minute after engine start to turn on bleeds: follow SOP.


Synopsis: B738 flight crew reported being notified upon level off by flight attendants of fumes and physiological symptoms on taxi out.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Captain
Anomaly: Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA; Automation Aircraft TA
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Departed off Runway 34R and cleared to 9;000 feet. Upon reaching nearly 8;000 feet ATC advised us of traffic descending to 10;000 feet. We attempted to slow our ascent; but the aircraft had already entered 'altitude acquire' mode. At approximately 8;500 feet a TCAS Resolution Advisory (RA) was aurally and visually annunciated; with 'Level-Off' commanded. The Captain complied with the RA; but due to system lag and utilizing Flight Director TCAS RA cues; the airplane's climb was not fully arrested until about 8;700 feet. In order to comply with the TCAS RA Flight Director cues; the aircraft then descended to approximately 8;400 feet. Due to some confusion between interpretation of seemingly conflicting commands from the TCAS system ('Level-Off' aural vs. slightly descending FD cue); ATC was not notified until the conflict had already cleared. No unusual maneuvering was required; and ATC seemed to be surprised by the report of the RA.The TCAS Resolution Advisory system is outdated and does not contain logic for level-offs. Today's high-performance aircraft safely maintain steady higher-rate climbs and descents with programmed level-offs that the TCAS system is incapable of compensating for. This decades-old technology; which is designed as an added safety layer; is creating false positives in the already crowded modern airspace environment. These false positives then become a safety risk in and of themselves; due to deviations in ATC clearances that are required; and yet could create even more dangerous loss of separation.


Second narrative: Secondary narrative contains no additonal information.


Synopsis: Air Carrier flight crew reported receiving conflicting instructions from a TCAS/RA Alert for traffic above them that was not a factor.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight; at FL360; #1 engine drive light illuminated. Completed QRH; disconnected drive and attempted APU start. APU started. Placed on buss. APU performed auto shutdown. Began diversion to [a nearby alternate]. Descended to FL220; and attempted APU restart. APU restarted and stayed running. Oil temp; pressure and quantity remained stable. Monitored engine and canceled diversion. Discussed possible diversion airports if situation changed. Situation remained stable and unchanged. Requested priority handling to [destination]. Situation remained unchanged and continued on. Landing normal.




Synopsis: B737NG Captain reported the APU initially failed to pick up the electrical load following a malfunction of the #1 engine generator drive; but operated normally after descending to a lower altitude.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pack overheat that could not be controlled. Declared emergency. Air return to [departure airport]. Overweight landing of 167;000 lbs.




Synopsis: B737-800 Captain experienced uncontrollable pack overheat; declared emergency and returned to departure airport.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 60
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other Skydiving
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: After releasing skydivers over ZZZ1 airport I began a descending left turn. While passing through ~4;000 ft. MSL ZZZ ATC advised traffic less than 1 mile south; northbound altitude indicating 2;700 ft. and advised an immediate turn to the east 090. At the time I received the traffic advisory I was already on a heading of 090 and could not see the traffic. I stopped my descent and leveled off at 3;000 ft. MSL and saw the other aircraft pass directly below me at an estimated 100 feet. On the next flight I confirmed with the controller that I heard correctly to turn left; rather than west; and she confirmed the instruction of left to 090. I did not receive an instruction to stop my descent.




Synopsis: Pilot reported a NMAC with another aircraft while under ATC flight following.