elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Cabin Entertainment
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Distraction; Confusion; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: Aircraft X had more than 50 entertainment and power systems become inoperative during our flight from ZZZZ to ZZZ. The flight crew communicates with Dispatch in hopes of having the team compensate the effected individuals. Unfortunately; the team's response was to have the flight attendants utilize their handhelds and enter in each customers information. The team said they did not have the ability to address our partial cabin issue.With the current pandemic; it would be prudent to limit flight attendant interaction with customers. Especially; in a situation where the exposure is high for extended periods of time. Maybe we should rethink how the team can help keep our flight attendants safe and provide a quality product to our customers?




Synopsis: Air carrier Captain reported entertainment and power systems failed during flight and had to use fight attendants to record data so the affected passengers would receive some type of reimbursement.
Date: 202101
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I was called in by crew tracking to cover a flight to ZZZ1. When I arrived I was told by the FO that the previous Captain had to call in sick 'because his fever had gotten so bad he could no longer safely fly.' It's extremely reckless in this current environment (COVID-19) to send more crew into an environment that is known to be contaminated. I would suggest that the affected area be sanitized after the sick crew member leaves that aircraft. I would also make sure crew is notified.




Synopsis: Air carrier First Officer reported being called in to fly because the previous Captain had called in sick with a fever. Reporter suggested the aircraft cockpit should be sterilized after a sick crew member leaves the aircraft.
Date: 201311
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
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: Electrical Distribution Busbar
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Confusion; Troubleshooting
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 Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Our flight had been in the air for 1+30 when we heard the autopilot kick off; bottom screen only EICAS had numerous messages; overhead panel had many inoperative items. Because First Officer was already the pilot flying I told him to fly airplane. I scrolled thru EICAS to what I thought was the first message of BUS ISOL. [We] looked at its QRH procedure which really wasn't a procedure. It just mentioned not to cycle the ISOL switch. I also started APU in hopes this would be a shortcut to restoring power; but then read that only way to get power back to left AC was via an engine generator. So APU was turned off. We then discovered that L GEN OFF was actually the first EICAS message. Its procedure allows one reset of GEN. We did this and power was restored for 1-2 seconds; but then reverted back to L AC Bus being isolated. We then tried to contact company via VHF. This process took many tries (about 10 minutes); but contact was eventually made to Maintenance. About the only thing we hadn't done to that point was making sure all Circuit Breakers on First Officer's lower right side were in. Hoping maybe a generator field relay were open. When that didn't happen decision was made to divert where a normal approach and landing were made. CFR was asked to remain with us to gate because we still had EQP OHT on EICAS and overhead. As far as declaring emergency; we did this after the R GEN reset had failed and it became quite certain we would not get it back. The reason I was persistent about getting in touch with maintenance had several factors. In no particular order; the weather was clear and a million; there was not any better suitable alternate; and we still had time to get a fix from Maintenance before having to totally commit to diverting.




Synopsis: B757 Captain experiences a left AC Bus failure at FL350. The QRH is consulted and a generator reset is attempted without success. Flight diverts to a suitable airport.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: Flight Attendant (On Duty)
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: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passenger in [seat] X3 yelled at FA while FA was doing beverage service because he was upset I asked passenger in [seat] Y1 to wear his mask while not actively eating or drinking. Which then caused other passengers to speak up on FA behalf. FA A had asked passenger in Y1 twice already to wear his mask when he walked on and wore it as an eye mask and when he took his seat. I told him 'I'm going to ask one last time for you to wear your mask; and they will also ask you while connecting to ZZZ1 to wear it.' He put his mask on and I continued service. When I got to X3 he began yelling and asking me how I didn't know the gentleman didn't have a heart condition. I stated it was policy to wear masks regardless and unless specified. He said I was wrong and too authoritative to the gentleman. I calmly stated 'Okay; sir' and continued to do my service. The rest of the flight went fine and no other words were exchanged. Give FA material stating policy explicitly so they can hand material to questioning guests. Passenger in X3 should be suspended for being rude and causing commotion.




Synopsis: Flight Attendant reported having to tell one passenger to wear a face mask while another passenger spoke up to the Flight Attendant.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Parked
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to departing for an introductory flight training lesson I; as the instructor; walked my student through the pre-flight actions and walk around for the Cessna 172 we would be flying. He had previous training at other flight schools so I let him help me with some of the checklist items. Once I had finished the walk around with my student I had him help me pull the pre-flighted airplane out of the hangar. As we were pulling the airplane out; my student reminded me that he was in need of a headset. I set the tow bar down; still attached to the nose wheel; and went to retrieve a headset from inside our flight training building. When I came back out; I handed him the headset and explained how it worked as I approached the airplane from behind. Both the student and I entered the plane from the rear unable to see the still attached tow bar. We started the airplane and taxied to the runway without any indication or warning that the tow bar was still attached. Everything seemed normal as we took off. We spent an hour familiarizing with the airplane before we came back for landing. I was at the controls during the entire approach and landing. The landing was soft and there was no indication of any impact from the tow bar. We taxied off the runway and returned to park; still with no abnormal effects from the tow bar. It was not until we shut the engine down that we were informed that it had been attached for the entire flight. The bar managed to cause no major damage to the aircraft other than a few millimeter nick on the tip of one of the propeller blades.Fortunately; no one was injured and no major damage was caused to persons or property but this incident could easily have been avoided. A quick double check and walk around before engine start would have revealed that the bar was still there. It also would have been beneficial to pre-flight the aircraft after it had been towed into position rather than prior. Distraction was a primary cause that should have been dealt with after the tow bar had been removed. There is no reason or excuse that this incident should ever happen again in the future and extra diligence will be taken from now on to ensure the aircraft is ready for flight.




Synopsis: C172 Instructor Pilot reported that distraction led to departing on a training flight with the tow bar still in place; resulting in minor damage to the prop.
Date: 201201
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: Cloudy
Light: Night
Aircraft: Cessna Citation Undifferentiated or Other Model
Operating under: Part 91
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Developmental
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was working Local Control and had a Citation waiting to depart XXL; there was a regional jet landing and Aircraft Y was about 5 miles in trail.  After the first jet landed; I put the Citation in position and told him to be ready to go because it was IFR conditions and I needed 2 miles increasing to 3.  As the first jet cleared the runway; I cleared the Citation for take off but since he was holding short of the critical area; he was just then pulling onto the runway.  Aircraft Y was on about a 2 mile final at that point and I realized it wasn't going to work and I cancelled the Citations take off clearance and instructed him to exit the runway to the right.  He must not have heard me because I got no response and he continued to take off.  I sent Aircraft Y around on about a little over a mile final and turned him 90 degrees to the left. I turned the Citation 20 degrees to the right although by that time Aircraft Y was diverging.  From now on; working in those conditions I need to slow things down and not try to hit the small gaps.  I also need to keep my awareness up; I got focused on the first arrival clearing the runway instead of watching the Citation get into position.




Synopsis: Tower Controller described a go-around event when misjudging the time required for an aircraft to take off from the ILS critical hold line position; the Reporter acknowledges a need for increased vigilance during these types of weather conditions.
Date: 201207
Local time of day: 0601-1200
Location: CIC.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: King Air C90 E90
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During descent to Chico; with Oakland Center offering Flight Following; a target appeared on TCAS at the 6 mile outer limit of the screen; at the 12 o'clock position. It was about 1;200 FT low and climbing and eventually showed to be coming opposite direction. At about the 4 mile range; it looked to be slightly to the right of head-on so I started a left turn. At just beyond 2 miles; TCAS announced 'traffic; traffic' and it showed about 400 FT low. At about a mile; I saw the plane and it passed about 1/4 mile to my right and within 100 FT of our altitude. During this whole time; Center was chatting with another airplane about descent performance profiles in the SMF area. When the target was at the 2 mile range; I IDENT'ed the transponder; but was not acknowledged; so at 8 miles out switched to Tower; due to lack of interest. If it had not been for TCAS; it would have been extremely close if we had even seen each other at all.




Synopsis: BE90 with ZOA descending into Chico experienced a TCAS RA; the pilot questioning the ATC service provided.
Date: 201311
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In cruise flight at FL190; the right engine suddenly failed and the propeller began windmilling. After shutting off the autopilot; adjusting the operative engine's power controls and performing the memory items from the Engine Failure in Flight Checklist; I consulted the checklist to confirm all items had been completed. I then informed ATC that we had an engine failure and would like to divert to the nearest suitable airport. ATC advised there was an airport straight ahead and 40 miles away; but I elected to divert to ZZZ; having found the airport information in the onboard GPS database. ZZZ was roughly 23 miles to the south. ATC asked if I would like to declare an emergency; and I responded in the affirmative and was given clearance to descend at my discretion to 8;000 FT and to turn direct to ZZZ. As I descended; I informed the passengers of the situation and plan; and that they should make sure their seat belts were secure. At this time I executed the Securing Inoperative Engine Checklist. I was cleared for the visual approach and landed uneventfully.




Synopsis: A C421 Captain experienced an engine failure at FL190 and diverted to the nearest suitable airport after shutting the engine down.
Date: 201507
Aircraft: Helicopter
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing; Takeoff / Launch
Airspace: Class C TLH
Reporter organization: Government
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Rotorcraft
Human factors: Situational Awareness; Distraction
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: At the Tallahassee Regional Airport There is a large sod field on the north end of the airport east of Taxiway A adjacent to the windsock. This area is outside of the movement area but within the airport boundary fence. The area is routinely used by helicopters for training both day and night; as a staging area for firefighting helicopters; and as a mooring area for transient blimps. On the north end of the area are four unlit communications towers which are approximately fifty feet tall which are fed by power lines that extend from the towers Easterly toward the airport fence. Several utility poles support the wires. Until recent these towers; wires; and poles were not a hazard as they were positioned along the edge of a stand of pine trees which served as a very visible barrier. Several months ago the stand of trees was removed leaving the obstructions exposed without markings in the middle of what is now a very large field. While the towers and poles are visible during the day the wires are not always visible based on the scene background. During night time hours the towers and poles are sometimes invisible as well at some approach angles. The unlit structures as well as the exposed aboveground power lines present a hazard to aircraft operations especially at night. I submit that all four towers need marker lights and the power lines need to be placed underground to prevent an accident.




Synopsis: Power lines and towers within the airport boundary at TLH to the north and east of Taxiway A are unlit and unmarked.
Date: 201405
Local time of day: 0601-1200
Location: JKA.Airport, AL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class E P31
ATC / advisory: CTAF JKA
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Distraction; Situational Awareness; Time Pressure
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Airport; Procedure
Primary problem: Human Factors

Narrative: We were approximately 3 NM southeast of JKA establishing our aircraft inbound in the 45 degree entry to the left downwind for Runway 27. We had previously broken off our approach due to traffic congestion and lack of separation. When attempting to re-enter the pattern via the 45 degree entry; a banner tow pilot passed about 100 feet directly below us in a perpendicular direction to our flight path. We never heard any of his traffic calls and by the time we saw him pass underneath us I took the controls and initiated a climb to increase separation. Banner tow operations are continuously in effect approximately 3 NM south of JKA. When Runway 27 is the active runway there is not enough distance between the banner tow traffic and the traffic flow into JKA.




Synopsis: An instructor pilot took control of the aircraft at 1;000 feet on final to CTAF JKA after a banner tow aircraft passed directly below without any communications.
Date: 201711
Local time of day: 0601-1200
Location: ORD.Airport, IL
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: CRJ-200 was sequenced on approach to runway 10C behind a B757. The pilot of the CRJ-200 asked me what type aircraft was ahead of him on approach because he was experiencing significant wake turbulence. I advised that the aircraft was a B757. The distance between the two aircraft at the time of inquiry was approximately 2.72 miles. The pilot of CRJ-200 did not request any alternate instructions at that time. After CRJ-200 landed runway 10C; I advised him that the current wake turbulence reclass rules permitted the distance he was following the B757. I advised him that I would tell management of his complaint. I then asked him how severe the turbulence was and he described the turbulence as moderate with a couple severe bumps. Both aircraft landed safely without incident. The airport wind at the time of complaint was 100/09.Perhaps some investigation into the proper distance behind some or all models of the B757 could be done to make sure the current reclass rules are in fact safe to following aircraft. With our current reduced separation on final rules and the possibility of Tower using visual separation for even less separation on final; it may be prudent to make sure there are no minimum distances we should be providing.




Synopsis: ORD Tower Controller reported a CRJ-200 encountered wake turbulence 2.7 miles in trail of a B757 on approach to Runway 10C.