elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
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 (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
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; Procedure
Primary problem: Human Factors

Narrative: Passenger X was informed by several crew members that he and his family would have to have their mask on if they are not drinking and eating. Passenger X continued to remove his mask throughout the flight after being told by FA B and C. I approached Passenger X and he quickly put on his mask and I informed him that I was aware that my crew informed him several times to keep his mask on. I asked if he was continuing on to ZZZZ and he replied yes.I informed him that I was going to have a Supervisor talk to him when he deplaned the aircraft.  I notified the pilots to contact the Supervisor and have them meet the aircraft to talk to Passenger X so that this behavior does not continue on the next flight.




Synopsis: Flight Attendant reported a passenger did not comply with COVID-19 mask wearing requirements during the flight.
Date: 201702
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Improperly Operated
Reporter organization: Contracted Service
Reporter function: Technician
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other My Co-worker(s) discovered it
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was checking the oil on the APU for our service check. I removed the cover and set it down on the lift. While I was visually checking the APU oil level; my Lead came to me and was asking questions about a sheet metal reinspect (that) I had done. During our conversation; I verified the oil level was good and reinstalled the cap. I proceeded to close the cowling up and left the work area. The man lift I was using had a low battery so it added a further level of distraction to the process. It was brought to my attention 2 nights later that the cover was found and it had been verified that the oil cap cover was missing from the aircraft.




Synopsis: A Maintenance Technician reported that after checking the APU oil on a Boeing 737 he neglected to reinstall oil cap.
Date: 201704
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Operator: Corporate
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Object; Inflight Event / Encounter Unstabilized Approach
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Descending hot air balloon for landing in grass field from 1200 feet AGL when a passenger comments about whether we will make contact with a power line. Looking up I noticed two small power lines in the flight path above the basket level. I immediately started deflating the balloon. The balloon fabric made contact with the power line and broke one of the lines. The balloon basket rebounded off the power line and came to rest in the wetlands below the power line with no injuries and minimal damage to the balloon.I noticed a small power pole during approach far to the right of the flight path and guy wires that supported the pole. The way the sunlight reflected off the wires it gave the impression that the power line terminated at that pole and did not cross the wetlands over which I was flying. To the left there was no indication of another pole. There was a building a considerable distance to the left on a hill. From what I witnessed it appeared that flight path was clear. However there were two single-phase power lines running between the pole to the right to a pole hidden behind the building on the hillside to the left. The lines were not visible because they were the same color as the hillside in the distant horizon. The lines did not become visible until the balloon was close enough to them that the horizon was now below the power lines.The failure in judgment was to assume that although a power pole was present a power line was not present. The correct landing procedure would have been to keep the balloon in level flight above the tallest obstacle (the building on the hillside to the left) until the balloon had crossed the power line. Then begin the landing procedure if no other obstacles are present. Pilots must assume if a pole is visible that a power line is present even if the power line itself is not visible. In this particular case; with a single pole to the left and a single building to the right; the correct conclusion should have been the possibility of a power line crossing the flight path. Regardless of whether the distance between the pole and the building seemed to be too far for a power line to span.




Synopsis: Balloon pilot reported making contact with a power line on descent for landing. The power line was not seen by the pilot; but was observed by a passenger too late to avoid contact.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 4
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was returning back to my base airport ZZZ. I was around 3 miles NW of the field; the engine quit; so I informed the tower that I have an engine failure and [requested priority handling]. The Tower cleared me to land on Runway XX. I also attempted a restart; while I was establishing myself on the left downwind after crossing the midfield; the engine started again; so I informed the tower; and got clearance to land. Once I was established on the downwind; the engine quit again; so I informed the tower for [priority handling]. The tower again cleared me to land on RWY XX. I glided the plane onto the runway. The airport operations had to tow the aircraft clear of the runway.




Synopsis: C152 pilot reported engine failure on approach to airport.
Date: 201910
Local time of day: 1801-2400
Location: UNV.Airport, PA
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D UNV
ATC / advisory: Tower UNV
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After being cleared for the visual approach I set 3100 feet in the altitude select and continued our current descent. As the airplane began to level at the selected altitude and with visual confirmation made that we would clear terrain ahead and below the aircraft; we received a GPWS (Ground Proximity Warning System) warning for terrain. The terrain was detected before the GPWS warning. Terrain below the aircraft caused a GPWS warning even though there was visual contact made with the terrain. The autopilot was disengaged in order to react to the GPWS warning but the warning went away immediately after the autopilot was disconnected. Delaying the descent until after passing the terrain would have prevented a warning.




Synopsis: EMB 145LR First Officer reported triggered Ground Proximity Warning System during visual approach.
Date: 201309
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
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: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying the aircraft. At approximately 110 KTS my airspeed and Flight Director became unreliable. I continued flying the aircraft [but] transferred control to the First Officer just after gear retraction as his instruments were normal. [The potential for this] malfunction [had been] briefed as the CADC on the Captain's side had just been replaced. Normal checklists were run and we continued to 10;000 MSL. At this point the First Officer had control of the radio and I worked the Loss of Airspeed Suspected [checklist] with the Relief Pilot. After the checklist was complete I sent an ACARS divert message and called Flight Control. Flight Control got hold of Maintenance and we all came to the conclusion we should return to our departure airport. Due to our close proximity to the airport (10 miles) and that a divert message was sent and Flight Control knew of our intentions; an ARTR was not requested. Approach was notified of our malfunction and we stayed with Approach Control throughout our coordination with the ground agencies. Landing and block in were uneventful.


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


Synopsis: An MD-11 returned to its departure airport following the failure of the Captain's CADC.
Date: 201902
Local time of day: 0001-0600
Location: LTAA.ARTCC, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center LTAA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We got a left and then right ADS-B OUT alert at FL370 approaching Iraq airspace while in Southeast Turkey. The GPS signal appeared to be jammed from just east of waypoint OKTEP near N3754; E4235. We regained the GPS signal approximately 15 minutes later just east of waypoint OTIDO; near N3700; E4426. No degradation of the aircraft's other navigation was noted. The aircraft stayed on course throughout the event. Jamming of GPS signal by unknown source. Don't fly in the vicinity of active combat zones.




Synopsis: B777 Captain reported suspected GPS jamming on the route of flight.
Date: 201405
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: Autoflight System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb autopilot and autothrottle both failed. Most DFGS functions froze. Only heading bug and VHF Nav could be used. Aircraft began uncommanded yaw oscillations. Elected not to return due to IFR field conditions; approaching convective weather from the west. Selected ZZZ as the best divert airport for weather conditions; runway length. Upon arrival at ZZZ selected landing gear down but got only 3 red gear indications. Conducted go around. Made emergency gear extension and got 3 green gear lights. Remained in a VFR pattern and returned for landing. Stopped on runway. Maintenance installed gear safety pins and towed the aircraft to the gate.




Synopsis: MD83 First Officer experiences autopilot and autothrottle failures during climb along with most DFGS functions. The crew elects to divert to a suitable airport due to weather at the departure airport. The landing gear fails to extend normally when selected down and a go-around ensues. Emergency gear extension procedures are successful followed by a normal landing.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Distraction
Second reporter function: Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While cruising we began to have an issue with the engine. I was flying right seat; with [a] safety pilot [in the] left seat. It started to sound like the engine was losing power. [The safety pilot] took over flight controls; we pitched for glide airspeed and turned back towards the runway. Following the emergency checklist; at about 1800ft MSL; we determined that we had run out of fuel in the left tank. After turning the fuel pump on; switching tanks; the engine ran at normal operation. We proceeded without incident. Upon evaluation of the flight; we determined that our personal conversation led to the distraction of using the checklist. Moving forward; all checklists will be completed and double checked to ensure this will not happen again.


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


Synopsis: Two pilots in a PA28 reported they experienced a power loss when they ran a tank dry while engaged in conversation.
Date: 201301
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at FL380 in cruise flight; the 'A' Flight Attendant advised us of some kind of noise he was hearing in the forward galley area of the aircraft. We looked at our pressurization panel and noticed that the cabin was around 9;000 feet and the vertical rate on the cabin was above 500 feet per minute. We had no indication on the Flight Deck that the cabin was indeed rising. We decided to put the packs in high mode while we reviewed the checklist. It took just a few seconds with the packs in high mode for the cabin to start coming back down and stabilizing. We decided to leave the packs in high mode until FL180 when we performed our descent checklist. The aircraft was taken out of service upon our arrival. Hopefully they can find out what the issue is with the pressurization system on this aircraft.




Synopsis: B737-700 Captain reported cabin climbed to 9;000 feet; so packs were put in high flow mode to control pressurization.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Local; Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Time Pressure; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: All aircraft on the ZZZZZ STAR were deviating around a buildup into the ZZZ departure corridor. I descended them to 6;000 feet; knowing that departures climb to 5;000 feet. When clear of weather; I instructed aircraft to proceed direct ZZZZZ1; and resume the STAR. Aircraft X blew through ZZZZZ1 and made a wide right turn to join the lateral course of the STAR; and in the process; entered a 6;300 foot MVA at 6;000 feet. The Minimum Safe Altitude Warning (MSAW) did not activate; but I issued a low altitude alert anyway. The pilot advised he was established on the STAR; even though the radar target did not appear so. I knew there was no imminent safety issue; because the aircraft was turning away from higher terrain; and the pilot had previously reported the airport in sight. I just was unable to clear him because of the arrival sequence.The ZZZZZ STAR is a lightning rod for deviations and errors. In this particular situation; it is too close to a 6;300 foot MVA; which means any slight deviation almost guarantees a low altitude event. The MVA's should be reassessed to see if a more reasonable buffer can be created adjacent (east) of the STAR.One other thing I could have done is to keep the arriving aircraft at 7;000 feet; but I wanted to get them as low as possible to get below weather and to see the field; especially in a situation that was already high workload/high complexity. I was counting on the pilots to fly the procedure accurately; which isn't unreasonable since arrivals preceding Aircraft X did not encounter any issues making the turn at ZZZZZ1. But because of the small margin for error; Aircraft X definitely won't be the last.




Synopsis: TRACON Controller reported an aircraft on arrival entered an area at an altitude below the minimum vectoring altitude toward terrain and then turned on course.
Date: 201701
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We pushed back on time and after engine start noticed the low pressure light was on and the EICAS message for center left fuel pump. After talking to maintenance we pulled back into [the] gate. The mechanics could not come up with a quick fix so the decision was made to defer it. This involved treating the center tank fuel as structural on the weight and balance. After adding some fuel we were ready to go. The ramp then showed up and removed four or five large pallets from the forward cargo pit. They all looked large enough that I even sent dispatch a message about concern we would end up tail heavy. They closed up and we pushed. We had to wait at the runway for a few minutes until the final weights arrived and we could finish checklists. First officer was flying; and on rotation the nose came up very quickly; had to be close to hitting tail skid. He remarked that he never had to put in so much nose down before. An hour later a new set of final weights comes over the printer. It showed a ZFW 4000 lbs lighter and a trim of 2.8 versa the original 3.3. I inquired with dispatch who looked into it. The answer was they took off one more pallet than reflected in the final numbers. They advised they were 'in a hurry to get the flight out'. Now we were already 2 hours late and not pushing any 117 issues (not that would make it okay) so what was the hurry? This potentially could have been a very big deal. I would certainly be reluctant in the future to take a plane in this situation in the future if I can't trust them to put safety first. As an aside to this; upon arrival the mechanics were really annoyed that this wasn't fixed while in a maintenance hub and was passed on to them.




Synopsis: B767 Captain reported receiving final weights about an hour into the trans-Atlantic flight following a takeoff that almost resulted in a tail strike.