elihoole/asrs-aviation-reports huggingface dataset:
Date: 202003
Local time of day: 0601-1200
Aircraft: No Aircraft
Flight phase: Other Other
Reporter organization: Air Carrier
Reporter qualification: Other unknown
Human factors: Confusion; Training / Qualification; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
When detected: Other at training class
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Procedure
Primary problem: Environment - Non Weather Related

Narrative: During Training; I asked what modifications and/or accommodations are going to be taken to be in compliance with the FAA; CDC; and government guidelines regarding COVID-19. Instructor X stated we will be doing training as we've done every year; using mask and gloves when deemed necessary. (The training classes I have been in the previous 3 years we have not worn PPE as he stated.) I asked about the replacement mouthpiece for CPR pocket mask and if they are going to be new ones? He stated 'Well they get washed with a bleach blend overnight.' I asked about the 2 person CPR and AED proficiency modification. He stated we will each have our own CPR Manikin and be working alone. When doing the 2 emergency megaphone proficiency; I was told to re-do them and put my mouth on the megaphones in order to pass. The mask the Instructor Y provided was a 1501 nuisance dust mask; not NIOSH approved which does not provide particle to lung protection. Instructor Y did not clean the PBE Smoke Hood after one FA's 1501 dust mask fell off inside the hood while he completed the proficiency; but we had to still use it. Instructor Y required us to do 2 person CPR and AED proficiency; I requested a mask but still had to take it off while within 3 inches face-to-face of coworker to perform CPR on manikin. I questioned the replacement mouthpiece of the CPR mask; and the Instructor Y stated they are brand new; one time use only. Mine did have scraps and marring on it; and they were all unwrapped in a wicker basket. [Causes include] Failure of infectious disease protocol/OSHA; social distancing; use of PPE; inappropriate and inadequate PPE. Accountability for the company; they are stating they are following all protocol and this is a clear example they are not. I spoke up; I was clear in my communication; professional. But I was lied to regarding the replacement mouthpieces being new; and forced to do this training against current COVID-19 mandates and in an unsafe manner in order to pass training. For the rest of the training I was ostracized and belittled by the trainers. Accountability; honestly; professionalism with integrity following the SOP's.




Synopsis: Reporter stated issues with training during COVID-19 pandemic relating to use of correct mask; gloves; and PPE to protect each other in class from exposure to the virus.
Date: 201306
Local time of day: 0001-0600
Location: D10.TRACON, TX
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class E D10
ATC / advisory: TRACON D10
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: STARS...a VFR aircraft was 7-8 NM northeast of ADS at 1;600 FT departing east. The aircraft was being displayed as a box (1200 beacon code) 1;600 FT; then it changed to a triangle; then to a splat; then to a box triangle box; you get the idea. The STARS acted like it could not figure out what it was supposed to place on it (box; triangle or *). It also kept double printing the altitude. I called ADS Tower and asked them what they were seeing with this aircraft and they indicated the same thing that I saw. It was reported to management.




Synopsis: D10 Controller described a STARS aircraft display anomaly.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft; MEL
Primary problem: Aircraft

Narrative: Fire light illuminated in Number 2 engine fire handle accompanied by fire bell. One detection loop of this engine was deferred. Although engine indications were normal; we elected to follow the Engine Fire Checklist. After shutdown; the system tested [badly] so we discharged one fire bottle. We followed the checklist to landing at our planned destination. Fire response confirmed that there was no actual fire and we taxied to the gate.




Synopsis: A B737-300; with a Number 2 Fire Detection Loop MELed; had an engine fire indication so after a fire test failed; the engine was shut down with the emergency fire checklist; an emergency declared followed by an emergency landing.
Date: 201303
Local time of day: 0601-1200
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operating under: Part 135
Flight phase: Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were issued the RUUDY 4 RNAV departure out of Teterboro.  The  FMS was set up as well as the mode select panel and then briefed.  As part of the setup and brief VNAV was selected in order to capture the intermediate level off at 1500 to cross WENTZ intersection and then climb to 2000 ft.  We then discovered that the passengers were to be 2 hours late the APU was shut down to conserve fuel.  when we came back out to set up quickly the VNAV selector was missed.  0nce nearly reaching 1500 I recognized that VNAV was not selected and that the flight director was not going to depict a level off at 1500.  I quickly responded with a further throttle reduction and a manual level off.  Our indicated altitude reached 1600 with a rapid recovery to 1500.  The flight was then continued without further complication.  Hyper vigilance is necessary to assure proper setup of automation; especially when things are not happening as expected with passengers; weather; etc.


Second narrative: Suggestions.  Instead of using VNAV to climb simply put the first alititude asigned into the altitude alerter and once captured continue dialing in each new altitude as the departure requires. If passengers are going to be late better communication between broker and TMC so the pilots can prepare better for each departure. If electronics are shut down before a departure a full pre-brief should be conducted prior to engine start. If flying VNAV departures a verify VNAV armed could be added to the before take off checklist or taxi checks.


Synopsis: Hawker 850 Captain reports an overshoot during the RUUDY 4 RNAV departure from TEB.
Date: 201208
Local time of day: 1201-1800
Location: IAD.Airport, DC
Flight conditions: IMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B IAD
ATC / advisory: TRACON PCT
Aircraft component: Altitude Alert
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Time Pressure; Distraction
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On climb out; approaching 3;000; we were cleared to climb to 7;000. The next clearance I heard was; cross LOULU at or below 7;000; climb to 17;000. On hearing the new altitude I reached up and rolled the MCP ALT knob to 17;000 and planned to put '7000B' at the LOULU fix in the FMC. The Controller called back to correct my hear back read back error to confirm clearance; cross LOULU at or below 7;000; climb and maintain 10;000. My First Officer; seeing my error; quickly returned the MCP to 7;000 and disconnected the autopilot to prevent us from climbing through 7;000. As the result of the combination of the 'unusual and unexpected' altitude clearance; our rate of climb and my attempt to keep VNAV working smoothly; my error caused us to exceed the at or below part of our clearance even though my First Officer made a valiant attempt to level our aircraft 7;000 ASAP. Contributing factors: When one is climbing in VNAV one is often prepped to stay ahead of the aircraft by being ready to set the next altitude to prevent the aircraft going into ALT CAP so as to continue a smooth; uninterrupted climb; then updating the FMC to match the clearance. I have never had a clearance at or below climbing out of IAD and it caught me off guard. I have had at or below type clearances at other airports but those restrictions have also been published on the SID's and; therefore; were not unexpected. My not hearing the correct clearance; 17;000 vs. 10;000; caused an added distraction and delay; which contributed to the altitude deviation.




Synopsis: The delay caused by a readback error on an unexpected 'at or below 7;000 at LOULU' clearance departing IAD resulted in an altitude deviation for a B757-200 flight crew.
Date: 201501
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: During the descent and joining of the LYNXX 8 STAR; we the crew were assigned to cross 5NM east of the HEC VOR at FL240; then we were given instruction to contact Los Angeles Center on 135.2 MHz. Immediately upon switching to make contact; there was a loud background noise that would best be described at a loud squeal or tone. I; the pilot monitoring; made the radio call to ATC with our assigned restriction. ATC was able to hear us; however their transmission was extremely difficult to hear. Upon ATC's initial response they gave us an assignment to 'make the crossing at HEC'; which was barely intelligible. The STAR has a published 'EXPECT' clearance of FL240 at HEC. I attempted to clarify the instruction as we were rapidly approaching our assigned restriction; but between radio traffic and the very loud squeal/tone; it was difficult to understand ATC. We were then given another instruction to descend lower prior to HEC; which again I had to clarify due to the radio noise issue. We understood the instructions to make our crossing assignment 5NM east of HEC and then to the lower altitude. We did not cross HEC at the published 'EXPECTED' altitude due to the confusion. Shortly after this we were handed off to Joshua Approach; and experienced no further issues with radio noise/interference. We did inform Los Angeles Center multiple times of the issue with 135.2 MHz. At no time was there a traffic risks/loss of separation.As an additional note; the next day the same crew departed Southern California over roughly the same route; and we were again assigned 135.2 MHz for ATC. We had the same noise issues again but fortunately we were able to get a new frequency quickly. At no time did we experience the issue on any other frequency anywhere.


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


Synopsis: CE525 flight crew experiences a loud squeal on ZLA frequency 135.2 making communication nearly impossible. After switching to a new frequency comm returns to normal. During the next day's departure the 135.2 frequency is again assigned with the same results.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just as we were starting our descent into ZZZ the First Officer and I heard a banging noise like a compressor stall. The flight attendants called and informed us of the same noise. Within 30 seconds of their call the number 1 engine started to spool down and finally indicated an engine failure. I notified ATC and briefed the flight attendants and passengers of the situation. The weather at ZZZ was reporting thunderstorms and gusty winds so we decided to divert to ZZZ1 where the weather was clear with light winds. We ran all the checklist and briefed flight attendants and passengers of the diversion to ZZZ1. We continued without anymore problems and landed safely in ZZZ1. We were followed to the gate by fire and rescue in case we needed any further assistance. After parking at the gate Maintenance was briefed of the event and the passengers were deplaned.




Synopsis: Captain reported an uncommanded inflight engine shutdown after compressor stalls; causing a diversion and emergency landing.
Date: 201808
Local time of day: 1801-2400
Location: VHHH.Airport, FO
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Push-back
ATC / advisory: Ground VHHH
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I've filed multiple [reports] on this issue at HKG and still no resolution. The last two trips I've tried to speak to the push crew to advise them of the proper procedure. I don't think that given the language barrier they understand as they continue with improper procedures. After pushback and brake set the marshaler is on the left side of the aircraft directly abeam the Captain's window. In a position where he could not possibly see the taxi light flash during the day. I asked the guy on the headset to move the marshaler to a position ahead of the aircraft as he should be. He will move slightly forward; but not in a position where he could likely see the taxi light flash. He then shows the hold position with arms down a 45 deg and is not looking at the taxi light; but rather looking at the cockpit. The other push crew join him and wave. When the Captain waves they leave. It is obvious that the marshaler was unaware of the signals from the cockpit.This is the case every time in HKG. I've written numerous [reports] about this in HKG. Nothing changes; so I'm trying to brief the push crew ahead of time; but the language barrier seems to prevent any understanding of the proper push back release procedures. What does it take to get a station to follow SOPs?




Synopsis: Air Carrier Captain reported the ramp push-back crew marshal at foreign airport does not use proper hand signals.
Date: 201907
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C BUR
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Captain; Pilot Flying
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Approaching BUDDE intersection and descending to capture the glideslope on the ILS Z RWY08; Tower advised us of traffic below at our 1-2 o'clock position. While looking outside for the traffic we received a TCAS TA ('Traffic; Traffic'). Unable to visually locate the aircraft; I briefly glanced back inside at my display and saw that the intruding aircraft was just off our right side at 800 feet below. I returned to scanning for the traffic and advised ATC that it was not in sight. A few moments later; we received an 'Adjust Vertical Speed' TCAS advisory; with the intruding aircraft now displayed in red at 500 feet almost directly beneath us. The captain shallowed our descent rate; and the other pilot subsequently advised ATC that they had us in sight; although I never visually acquired this aircraft.


Second narrative: We were cleared for an ILS Rwy 8 approach. Approaching BUDDE; ATC warned of traffic below us. I was about a half dot above glideslope and descending to capture it at about 1200 fpm. While looking for the traffic we got a monitor vertical speed and I believe I cut the descent rate to about 200fpm while looking for the traffic. I saw the TCAS traffic display in red 400 feet symbol at the closest point of the encounter. We never saw the traffic.


Synopsis: A319 flight crew reported an RA while on an ILS approach.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Super King Air 300
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Flight Instructor
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just touched down on ZZZ RWY 25 with a stiff left crosswind. I applied my brakes to slow down to exit at Taxiway A5. I discovered that the left brake and nose wheel steering were inoperative. The aircraft drifted further right due the crosswind and functional braking on the right side. I was unable to straighten the aircraft. I called for my copilot to assist in braking and steering. He attempted to brake and steer; but reported that the left brake was 'flat' We were unable to maintain directional control of the aircraft. The aircraft exited the right side of the runway striking the A5 taxiway sign and a runway light. We shutdown the engines; secured the airplane and informed the tower.




Synopsis: BE300 Captain reported losing the left brake and nosewheel steering on landing roll causing a loss of directional control. Aircraft departed the runway and struck a runway light and taxiway sign.
Date: 201501
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Aircraft; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Procedure

Narrative: I observed a beacon code coming up from Mexico. I can't recall if it was me or my D side that tracked the aircraft. Apparently what happened was the aircraft was tracked up using his beacon code. Unfortunately there was an aircraft in my sector who also had the same code. When the aircraft was tracked up it stole the data tag from Aircraft X and placed it on the one in Mexico. Shortly thereafter I go on break without realizing what had happened. So Aircraft X continued on to the next sector as a mode C intruder. I suppose if the system is capable of noticing two aircraft have the same beacon code maybe there could be an additional safety measure built in to identify aircraft with the same code within a certain proximity of each other.




Synopsis: ZAB Controller observes a beacon coded target. Another aircraft in his sector had the same beacon code. The original flight was tracked as a Mode-C intruder.