elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: On departure out of EWR; level at 6;000 feet between ELVAE Intersection and the COL VOR on the EWR4 departure. ATC instructed a 130 degree heading. There was a VFR aircraft 3-4 hundred feet below us in that same direction. Captain delayed the turn for a moment or two; knowing that the turn would likely put us in conflict with the aircraft; then complied with ATC instruction to turn. The heading put us directly towards the aircraft but I had the aircraft in sight. Received a climb RA and complied with it. Informed ATC of our RA and climb.




Synopsis: Air carrier First Officer reported receiving a TCAS RA while on the SID from EWR despite delaying ATC issued heading in an attempt to create separation.
Date: 202011
Local time of day: 1801-2400
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: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passenger A in [seat] X3 did not have his mask on properly when I took his beverage order.  I asked him to please cover his nose.  As soon as I turned around to do the next row of service he turned his head where I couldn't see and pulled the mask below his nose. I picked up garbage and he again/still did not want to comply with our COVID mask policy and had it down.  I asked him again.  He'd pull it up then pull it down again being non-compliant.I let our Flight Attendant (FA) D know. Flight Attendants A; B; D and F were doing two trash pick-ups and told him twice to comply. I walked up doing trash and he had it down under his nose again. I told him that we had asked him for compliance multiple times and we would have to take further steps of compliance wasn't reached.  He muttered something I could [not] hear. I let FA A know and she said she'd keep an eye on him.  We saw that he and his father in [seat] X1 were traveling on to ZZZ.  I guarantee he will cause issues on his next flight.We all agreed that if he didn't comply again we would issue a warning.  We actually gave him more warnings than we should have as he kept pulling the face mask down after we would walk away. I walked by doing visas and Passenger A again was non component with his mask under his nose.  I told our FA A to have a chat with him. He should have been issued a warning but due to bumps on descent we didn't have time and it wasn't safe. Again I know he will be non-compliant on his next leg. He repeatedly did not follow our request to wear his mask properly.  He was non-compliant to our COVID safety mask policy.  Though a warning wasn't issued I think it should have.  Any crew in the future will have problems getting compliance.




Synopsis: Flight Attendant reported a passenger would not comply with face mask policy.
Date: 202006
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight was intended to be a VFR local flight to exercise the aircraft [after sitting for an extended period]. Conducted a normal pre-flight. Engine start; runup; and before takeoff check were normal. Oil Pressure was in range and the prop cycled through three times with no irregularities. Started takeoff roll on runway XX. All engine instruments in green (including oil pressure) and airspeed alive. Rotated for normal takeoff and at approximately 400 feet checked the engine instruments again as is my procedure. Oil temp OK; oil pressure Zero. Called tower and informed them that I had zero oil pressure and would be coming back to land on runway XX. Tower cleared me to land on any runway. Climbed to approximately 500 feet on downwind and reduced power slightly. Oil temp remained normal and the engine ran normally. Tower asked if I needed anything else and I replied I was OK. Abeam the numbers I began a continuous left turn to final and selected flaps 20. Touched down on the numbers and turned off at the second taxiway. Estimated I was in the air approximately 90 seconds after observing the zero oil pressure indication. Taxied a short distance to park at idle power. Engine had 1950 hours on it so if the oil pressure had actually been zero; the next step is an overhaul before the next flight. However; post flight inspection revealed that the oil pressure transducer had failed. The part was date stamped 1976 so it had served reliably for 44 years. A replacement kit was ordered and installed by the local FAA repair shop.Tower controller deserves a big thank you. They were professional and allowed me to get the aircraft on the ground safety in the shortest amount of time. They gave just the right amount of response and were available for any of my needs.




Synopsis: Pilot reported that shortly after takeoff the engine oil pressure indication dropped to zero and a successful return to the airport was done. Postflight maintenance inspection revealed that the oil pressure transducer had failed.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Passenger had a Segway as his medical device. It fit in closet; battery could not be removed; but 'deactivated.' No vents on battery pack therefore; Captain and Flight attendants agreed to keep in fwd closet. Please update Dangerous Goods section [of flight crew SOP].




Synopsis: B737-700 Flight Attendant reported passenger mobility device required the battery to be 'deactivated' in order to transport in passenger cabin. Reporter further requested the DG section of the FA's SOP be updated.
Date: 201510
Local time of day: 0601-1200
Location: MMU.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 350
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D MMU
ATC / advisory: Tower MMU
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Conflict NMAC
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for a visual approach to 31. Entered left downwind to 31; on left base we were cleared to land. At 500 feet on final; I as the pilot monitoring; noticed a Cessna Skyhawk taxi onto the intersecting Runway 5. My first thought was maybe they were given a line up and wait Runway 5 but I never recalled hearing that instruction given from ATC. I advised the pilot flying of the Skyhawk on Runway 5. The Skyhawk entered Runway 5 and proceeded to add takeoff power and started rolling down the runway. At that point I queried ATC about the Skyhawk on the intersecting Runway and that we were short final 31; less than 200 feet. We started to execute a go-around when the tower also instructed us to go around. We passed above the Skyhawk. The Skyhawk did indeed takeoff from Runway 5. Luckily we caught glimpse of the Skyhawk entering the runway initially because from our viewpoint of final on 31 most of Runway 5 was blocked by tall trees. The Skyhawk disappeared during its takeoff roll and that's when I called for the go around. We didn't see the airplane again until we were executing a go around and the airplane was airborne and directly below us. This absolutely would have been a very close call had we landed on 31. A classic clear; VFR day.




Synopsis: BE350 FO reported executing a low altitude go-around at MMU when a light aircraft began takeoff roll on an intersecting runway.
Date: 201503
Local time of day: 0601-1200
Location: MAN.Airport, ID
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was returning to my home airport after a cross country flight. I monitored CTAF prior to my arrival to find out what runway was in use. A Cessna and two ultralights entered the left downwind runway 11 and landed ahead of me. I entered the midfield 45 left downwind for 11 announcing my position all the way to final. I was listening to other aircraft in the pattern at a nearby airport; but no other airplanes were reporting in the pattern at KMAN. Winds were light; favoring 11 slightly. As I entered on the 45 I began searching for other aircraft on the ground or air. I specifically checked the opposite approach end and did not see anything around. As I turned base; another airplane entered the runway and departed on 11. I continued onto final and landed. As I was approaching the taxiway exit; a low wing aircraft flew over the top of me; taking off from the opposite end of the runway. I did not see him on final because I was focusing on landing; and I know for a fact there were no radio calls from them. I estimate he was 300 feet as he passed over. I don't know if he even saw me since it was a low wing airplane.  All airplanes after I landed continued to land and depart runway 11.  I double checked my radios after I landing to ensure everything was set correctly; and it was. I had just got done talking to Big Sky approach with no issues. No one got hurt; but it was an unsettling experience. I believe the other aircraft was in the wrong; but I was very surprised that I didn't see it until he was almost directly over the top of me.




Synopsis: C152 pilot reported noticing during his landing roll on RWY 11 at MAN opposite direction traffic that passed over his head at about 300 feet AGL.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Enroute at flight level 310 the Captains front windscreen cracked (Spiderwebbed) instantaneously.  My First Officer (FO) and I immediately put our oxygen masks on and established communication.  Looking at the damage and our situational awareness we were about 80 miles from ZZZ.  I then dropped my seat; put up extra glare shields up on my side to help block the windscreen in the event it would fail.  My FO was flying the aircraft and continued to a landing.  I [notified ATC] and we got vectors and a descent for a visual landing.  I then informed the Flight Attendant of our [situation] and to prepare the cabin for landing.  We monitored the pressurization all the way down; and during the descent the front windscreen kept popping and loud cracking sounds could be heard.  We had a terrible time seeing and setting up our Electronic Flight Bag (EFBs) because the masks were so filthy.  My EFB also froze up trying to get runway info. I just used ATC's info and my FOs info he was able to bring up.The Company does not want us to divert if we get a cracked windscreen.




Synopsis: The front windshield of a CRJ cracked badly; so the Captain diverted to a nearby airport.
Date: 201809
Local time of day: 0001-0600
Light: Night
Aircraft: Commercial Fixed Wing
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Equipment / Tooling

Narrative: My night supervisor briefed out that our Hand Held Radios will be down for an hour starting at approximately XA30. Our gate manager got on the radio approximately XA45 and announced that all radio communication will be down within 15 minutes for an hour. [Night Supervisor] came in and talked to us and said to wait in the break room and our dispatcher will call us on the break room phone if the dispatcher needed anything or to assign us an assignment and that he [Night Supervisor] is going to be heading out for the evening. At XB07 we got a call to move an aircraft. I asked the dispatcher if we were allowed to move aircraft with no radio communication. He responded that he doesn't know and if we don't feel safe on doing it; to hold off. I texted my night supervisor at XB10 and asked him if it was okay for us to move aircraft with no radio communication. He called me at XB14 and said to hold off on the move and he's talking to the morning supervisor. We held off on our move and went out to hook up ground power [to] aircraft for cleaners. Towards the end of our shift at XB45 we went to pick up our night dispatcher and when he got into the truck he told us that [morning supervisor] told us to call him. [Someone] called him on her personal cell phone and [morning supervisor] asked why we were denying work and assignments. We explained to [morning supervisor] that we had concerns of safety on moving aircraft without radio communication and per our training we are supposed to use the radios as a tool to communicate with your partner and for any event of an emergency situations and being that there had been past incidents with results of aircraft damage from lack of not communicating via radios; and we let him know that our night Supervisor told us to hold off on the move. He continued to question us on the safety concern and refusing the assignment.




Synopsis: Ground personnel reported that due to hand held radios being unuseable; normal work assignments were not being accomplished.
Date: 201310
Local time of day: 0601-1200
Location: EGTT.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A EGTT
ATC / advisory: Center EGTT
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Manuals; Procedure
Primary problem: Company Policy

Narrative: Proceeding direct to ENLON Intersection with clearance thereafter on UL602.  Logged on to London Center on CPDLC. Received message on CPDLC: 'Cleared to NATEB via route clearance; rest of route unchanged.' I accepted the clearance and pressed load to load the route. The loaded route had us going to TENDO Intersection then on to NATEB. First Officer noticed this and advised me that the clearance was to NATEB. I agreed and we entered direct to NATEB. [A few minutes later] London advised us that we were cleared to TENDO then NATEB. I responded that our CPDLC clearance had us direct to NATEB. We were then cleared direct to NATEB. No where in the body of the CPDLC message did it mention TENDO intersection. Is the  prompted loaded route the correct clearance or should the message from London have included TENDO in its description? Our training has not addressed any procedure regarding the load function on the ATC page in regards to the clearance.; i.e. When the load button is pressed; is that routing your actual clearance? On a related subject; the online CPDLC tutorial only works with a Windows computer and not on my Mac. Very frustrating.I suggest better CPDLC training.


Second narrative: [Report contains no additional information.]


Synopsis: An aircraft with CPDLC received a clearance direct a waypoint not on the original route; but after accepting the clearance; ATC asked them to verify they were going to a bypassed flight plan waypoint which confused the crew.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear Indicating 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 Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Upon selecting gear down on final approach the NOSE and left-hand illuminated (the right-hand failed to illuminate) and the landing gear motor continued to run. The gear motor timer tripped the Landing Gear Circuit Breaker Relay. The landing gear in transit light extinguished. We went around and held at the VOR to run the failure of the landing gear to Extend Normally Abnormal Checklist. The landing gear handle was left in the down position. Steps one through three passed and showed no abnormalities. Step four a. and b. failed. We determined we were in condition 2 per the flow chart on the checklist. During this time; the First Officer was pilot flying and I was completing all pilot not flying duties: speaking with Operations; passengers and CTAF. We declared an emergency through Operations and also began coordinating with the ARFF through CTAF. We determined the gear to be unsafe and continued on to the Landing Gear Manual Extension Checklist. After about five pumps the right-hand illuminated. I finished the checklist and conferred with Dispatch/Maintenance Control through Operations. We determined the gear to now be safe. We coordinated with ARFF and commenced landing. Previously; Dispatch and I determined the aircraft safe to taxi to the gate. We landed the aircraft and brought it to a stop on the runway to determine if anything out of the ordinary occurred. It did not; so I taxied the plane off the runway to the terminal; coordinating with ARFF all the while. With all three green illuminated and all tests passed; I told our passengers to expect a normal landing. This was a repeat write up; written up and signed off just two days prior to today.




Synopsis: BE1900 Captain describes an unsafe gear indication during approach resulting in a go around. Manual pumping results in a safe gear indication and a normal landing ensues. The aircraft had a history of unsafe gear indications.