elihoole/asrs-aviation-reports huggingface dataset:
Date: 201712
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Pneumatic Control Valves
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Maintenance
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Manuals; MEL; Aircraft
Primary problem: MEL

Narrative: Aircraft blocked out and returned to gate with write up 'LH engine anti ice valve stuck close with switch in on position' while performing MEL DMP step #4 states 'Rotate 90 degrees CLOCKWISE to lock open position'. Illustration indicates that the vane should be turned 90 degrees COUNTERCLOCKWISE. Verified illustration was the same as depicted on the valve of the aircraft. Contacted AMC for clarification they agreed vane should be rotated 90 degrees COUNTERCLOCKWISE. Performed DMP. Deferred valve per MEL.




Synopsis: B757 Technician reported that the MEL stated to 'Rotate a valve 90 degrees CLOCKWISE' to open and the  Illustration indicates that the vane should be turned 90 degrees COUNTERCLOCKWISE.
Date: 201507
Local time of day: 1801-2400
Location: Y90.TRACON, CT
Flight conditions: Marginal
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E Y90
ATC / advisory: TRACON Y90
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter VFR In IMC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Returning on a business trip from KASH in New Hampshire to KHFD in CT; opted to fly VFR with Flight Following as weather conditions indicated ceilings of 4;000 ft+ and the flight is fairly short; approximately 42 minutes in duration. Flew initially at 4;500 feet but then lowered to 3;000 feet as cloud ceilings began dropping as the flight got closer to the destination. Initially dropped to 3;000 feet when approximately 40 nautical miles from KHFD.Ceilings continued to drop as a light rain weather front was moving rapidly through the area; centered close to the destination airport at this time. Although flight conditions were not dangerous; the situation rapidly changed from VFR to marginal VFR and continued deteriorating. With the airport approximately 11 miles away; I descended to approximately 1;300 feet to maintain VFR and stay below the clouds which were at approximately 1;800-1;900 feet but continuing to lower. Landed without incident; but was barely ahead of total IFR conditions.In review; I should have communicated to the controller at KBDL that was tracking me via flight following that I could not easily maintain VFR conditions and asked for an IFR pop-up and taken an LDA or VOR approach into KHFD in order to eliminate any possibility of entering IFR conditions. I believe that due to the fact that the destination airport was within 15 minutes of my remaining flight time; I made a poor decision to continue dropping altitude instead of switching to an IFR flight for the remaining distance; in order to avoid the possible IFR conditions and maintain flight safety.




Synopsis: A pilot enroute to HFD encountered deteriorating VFR weather; but continued to descend below the overcast and was able to land VFR.
Date: 201709
Local time of day: 0601-1200
Location: EWR.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E N90
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: ATC cleared flight to climb to 17;000 feet. At approximately 16;300 ft; ATC instructed crew to expedite climb to 17;000 feet. Very shortly after leveling at 17;000 ft; we received a Descend RA due to traffic at 12 O'clock and 400 ft above. Pilot Flying (FO) disconnected the autopilot and initiated a descent following TCAS RA commands. Lowest altitude achieved was about 16;400 feet. As the RA traffic passed from right to left the TCAS gave a climb command due to another aircraft (operating VFR) at our 9 O'clock and at 16;500 feet. Pilot Flying initiated a climb to follow TCAS RA commands. Maximum altitude reached was approximately 17;600 feet.Due to airspace congestion; I believe ATC was attempting to 'squeeze' our flight between proximate traffic. Also; based on ATC communication with VFR traffic; I believe the aircraft at our 9 O'clock position was not doing what the controller expected. Apparently that aircraft was conducting aerial photography. [Suggest] reduce workload of Air Traffic Controller. VFR aircraft clearly communicating intentions to ATC while maneuvering in congested airspace.


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


Synopsis: Air carrier flight crew reported receiving two advisories while leveling at 17;000 feet departing EWR. The first was a descend RA for traffic above followed by a second RA to climb for other traffic.
Date: 202009
Local time of day: 0601-1200
Location: DEN.Airport, CO
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
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: Time Pressure; Workload; Human-Machine Interface; Distraction; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: Approach briefing: Briefed the TBARR 1 Arrival. Briefed both the ILS 35L and the RNAV Z Runway 35L including the runway transitions. ATIS reported that both were in use. During Arrival descent: was informed by Flight Attendant that a Passenger had difficulty breathing and was being attended to. Told Approach Control (second from the Final Controller) and we were given priority handling and he told us to expect Runway 35L. We confirmed the RNAV-Z 35L in the FMC.  Sent Dispatch a message. Flight Attendant called us numerous times during the arrival transition. The Final Controller told us 'after LDORA; cleared for the ILS 35L. We mistakenly did not execute the ILS 35L in the FMC; which now ended up going from LDORA to CRUPP instead of via the ILS 35L transition fixes. After passing LDORA Approach gave us a 060 followed by a 020 heading to join ILS 35L and cleared for us the approach.Our planning and preparation for the arrival and landing was performed thoroughly. During this high intensity period of time with many non-normal distractions we need to be cognizant when changes take place such as changes to arrivals and approaches and make sure those changes are loaded and executed. We could've also queried ATC of the approach that was being planned for us.  It would've been a great help if ATC; the second from the Final Controller told us which approach to expect instead of having the Final Controller just clear us for the ILS 35L via the transition not too far from LDORA fix.Navigated via wrong transition.




Synopsis: Captain reported navigating on via the wrong transition by executing the RNAV instead of the cleared ILS approach; following an onboard passenger problem.
Date: 201506
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Weather elements / visibility: Turbulence; Windshear; Thunderstorm; Icing; Haze / Smoke; Hail; 0
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZKC
ATC / advisory: Center ZKC
Aircraft component: Safety Instrumentation & Information
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Weather; Aircraft
Primary problem: Ambiguous

Narrative: Enroute cruise at 16;000 feet; our datalink weather was intermittent. We had notified the previous controller; but not the guy we were talking to.  We penetrated a small embedded cell; and in an attempt to exit it as soon as possible; I disengaged the auto pilot and started a level steep turn to a heading of 030 while asking ATC for relief on altitude due to the moderate turbulence and lifting in the cloud.  They answered us when we were at 16;800 feet MSL.  They had been offline and had not seen the storm growing that we flew into.  There was no conflict.  We exited the NE side of the cloud; descended back to 16;000 feet MSL and were cleared back to GLD then to destination to avoid weather.




Synopsis: C414 pilot experiences intermittent datalink weather capability at 16;000 feet and enters a small embedded cell. Evasive action is taken before clearance can be obtained from ATC resulting in significant heading and altitude deviations.
Date: 201909
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Aircraft component: Pilot Seat
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft; Incorrect / Not Installed / Unavailable Part; Procedure; Manuals; Logbook Entry
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: On pushback I noticed that the Captain's lap belt had the buckle on the right side - it was normally on the left. Due to pushing back; I chose to continue as the belt functioned properly; but was backwards. After we were airborne we queried Maintenance via ACARS about the lap belt. They said that the part numbers were the same and there was no specificity regarding pilot lap belt applications; so we pressed on. We queried Maintenance and Dispatch a few more times with no change in their response; and also asked if we could get the correct lap belt installed in ORD with no response. Our trip took us to ZZZ for the overnight; and upon arrival we were told that our aircraft would not overnight; but would carry on because another airplane was broken. I informed the new Captain about the lap belt situation and went to the hotel. The following day I was told by that Captain that he had talked to our Maintenance and that Maintenance had told him that the Captain's lap belt was in fact an incorrect part and the aircraft could not fly. This resulted in a lengthy delay extending into the next day; requiring an additional overnight in ZZZ for the crew; and inconveniencing many of our passengers.So many errors were made including the installation of an obviously incorrect part and sign off. This error was not caught for several days as the aircraft flew around the system. Maintenance didn't know what I was talking about and did not bother to clarify their questions. Only when the next Captain asked the right person about the belt did the truth become apparent. I spoke with a Maintenance Controller [a few days ago] about it and he said that they were very busy at the time of my initial ACARS; but that doesn't explain why an incorrect part was installed and allowed to fly around the system for days.




Synopsis: CRJ-200 Captain reported flying with an incorrect seat lap belt part installed.
Date: 201604
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Oxygen System/Crew
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Relief pilot occupying Captain's seat was attempting to don his oxygen mask. He removed it from its box and the mask detached from the supply hose. This caused a rush of crew oxygen to begin entering the hose and depletion of oxygen began. Both relief pilots were able to pinch off the supply hose and stopped the depletion of oxygen. Oxygen level fell slightly to about 1;300 pounds.All pilots returned to the flight deck and decided to continue to destination as it was the closest suitable airport at the time. Flight Attendant walk around bottle (POB) was brought into the cockpit as a backup supply as the Captain's mask was now unusable. Descent was begun shortly thereafter. In checking the aircraft's maintenance logbook it was discovered that a repair was made to the mask when it passed through the base a couple of days earlier.




Synopsis: An oxygen mask hose detached from its coupling resulting in leaking oxygen and rendering the crew oxygen to a low level. The crew placed a cabin walk around bottle in the flight deck as a back up.
Date: 202009
Local time of day: 1201-1800
Location: AUO.Airport, AL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Descent
Airspace: Class E ZTL
ATC / advisory: CTAF AUO
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We are in Aircraft X they are in Aircraft Y. Aircraft X inbound on 45 to turn left downwind for Runway 36 at Auburn. Made a 3NM; 45 call to alert traffic of location. ADS-B in (ping) drops from iPad at 3NM. I stop maintaining SA (situational awareness) to fix it and regain traffic on my iPad. After looking up; I see Aircraft Y flying around 200ft - 500ft above us. Evasive action was not taken as the aircraft was straight ahead and 200ft above us flying in opposite direction and closure rate happened extremely quick. I alerted Aircraft Y to fly the departure leg longer before turning on course (in direction of 45 traffic to avoid this).




Synopsis: Flight Instructor reports a Near Mid Air collision in descent for landing.
Date: 202107
Local time of day: 0601-1200
Location: SCT.TRACON, CA
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D SMO
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I took the position with a Cessna that had just departed SMO airport. At around 1200 feet he made a right turn back to the VOR. I immediately told him to stop his turn and turn back on to the departure heading. He said he was given a 250 heading.  I pulled up the MVA (Minimum Vectoring Altitude) map and decided that because of his low altitude and position; it was better to let him continue his right turn into a lower MVA rather then try to put him back to a left turn leading to a higher MVA. I then told him to expedite his climb as he was now below the MVA. I asked him who gave him a heading to the VOR and he said the tower did. The Supervisor checked with the tower and they listened to the tapes and he was not given a turn to the VOR.  I was then told to brasher the pilot and I did. No low altitude alert ever went off on the scope. We've had many occurrences of pilots turning incorrectly off of SMO airport. I would suggest the departure procedures be revisited as there are a lot of inexperienced pilots that depart from there. If this many are having issues; it should be addressed.




Synopsis: A TRACON Controller reported a departing Cessna deviated from the departure procedure and flew below the Minimum Vectoring Altitude.
Date: 201508
Local time of day: 0601-1200
Location: BWI.Airport, MD
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON BWI
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were flying the CONLE1 departure (to the south); and taken off of that departure via 260 heading. There was traffic in the vicinity and weather further south. After the vector we were cleared direct what we thought to be DIW (Dixon) which joined AR22 and the remainder of our filed route. It was early in the morning and this would be logical to keep us away from the weather.We were then issued a frequency change. After checking in with the new Controller; he asked where we were cleared to. We stated DIW (Dixon). He then checked with our previous Controller and to us we were cleared by the previous controller to the fix DIXXE which was the next to the last point on the CONLE1 departure.  There were no traffic conflicts we were aware of. Both the Captain and myself understood DIW (Dixon) to be the cleared point; as it made sense with the vector off course and the weather needing to be avoided.The fix DIXXE is easily confused with the name of the older dual NAVAID VOR/ADF named DIXON (DIW). Two similar sounding names which are on the same flight plan and common flight path could easily be mistaken over the radio. Phonetics might be helpful; but a name change for the fix in this case might be more appropriate.




Synopsis: B737-800 First Officer reports being vectored off the CONLE1 Departure for traffic then cleared direct Dixon (DIW). The next Controller questions the heading and discovers the crew was actually cleared direct DIXXE on the CONLE SID.
Date: 201507
Local time of day: 0001-0600
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV; TRACON D01
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: RWY 08 YOKES4 DEHLI transition. All was entered and checked for proper entry and there were no discontinuities to repair on the legs page. Tower cleared us for takeoff; turn left heading 065 degrees. We were then cleared direct YOKES climb and maintain FL230. Approximately 5 minutes after YOKES Denver center asked what fix we were going to. The FMC was programmed direct ONL after YOKES. The FMC dropped two fixes between YOKES and ONL; DEHLI was no longer in the legs page. I do not know when this took place. Center then asked us if we had a runway change. We did not. They stated that this has been occurring for about one year. If this is true; why am I just now hearing about this? I do not know if this is an FMC anomaly; if so it needs to be addressed so it doesn't continue happening. If this has been occurring for a year why hasn't it already been addressed?




Synopsis: B737 Captain reports being cleared via the YOKES4 DEHLI transition; departing Runway 8 at DEN. After YOKES the aircraft proceeds direct to ONL; since the DEHLI transition had been eliminated from the FMC. ATC takes notice and states that this has been occurring for about a year.