elihoole/asrs-aviation-reports huggingface dataset:
Date: 202005
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Company Policy

Narrative: Air Carrier X is not following SAFO20009 guidance in its operation. Air Carrier X is not providing to its passengers or flight crewmembers procedures on using oxygen masks while wearing required face masks on board aircraft. Alcohol based hand sanitizer is not being provided to flight crewmembers. Lack of facilities on aircraft or near aircraft to wash hands with soap and water. Cabin and flight decks are not being cleaned; disinfected; or sanitized after every flight or between crew changes. Lack of detailed cleaning process for flight crewmembers. Flight decks and cabins are dirty and stained. There is no assurance that you are using a clean; disinfected; and sanitized aircraft or workplace. No social distancing practices are being implemented in workplace. Crewmembers are having to share uncleaned surfaces with numerous coworkers and other company employees.Provide employees with alcohol based hand sanitizer. Provide employees with proper PPE and training for disinfectant product usage and manufacturer's instructions for using product are adhered to IAW with Safety Data Sheets. Create a logbook for each aircraft about its cleaning history with employee names; times; areas that were cleaned; and what products were used. Provide proper cleaning instructions and training. Provide passengers and flight crewmembers guidance on using oxygen masks while wearing face masks. Provide potable water so crewmembers can wash their hands with soap and water. Provide a socially distanced area for crewmembers to use a landline phone and computer to complete preflight briefings; through flight and post-flight paperwork.




Synopsis: Air carrier Captain reported that airline is not following the SAFO2009 guidance during the COVID-19 pandemic.
Date: 201205
Local time of day: 0001-0600
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skynight 320
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; 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 New Clearance
Contributing factors: Airport; Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: My clearance was via the RUUDY 4 Departure; radar vectors SBJ; thence... I wasn't given an initial heading or altitude; I briefly looked over the SID; but not close enough to realize there was a route with altitudes for the first few fixes. I had assumed; probably out of habit; and was expecting radar vectors to SBJ as soon as I contacted New York Departure. After departing and contacting New York they didn't give me a heading or altitude so I continued on the runway heading of 240; this put me left of the course to WENTZ and TASCA. I believe I also climbed past the SID altitude; I was then cleared to a higher altitude but I had already gone past 2;000 FT which the SID said to cross TASCA at. I think the confusion arose out of the terminology in the clearance; by using the words 'Radar Vectors' I incorrectly thought I didn't need to fly to any fixes in the SID; but would be given a heading to the initial fix of SBJ VOR.




Synopsis: A Cessna 320 pilot; cleared to depart TEB via the RUUDY RNAV SID radar vectors to SBJ; instead took off and flew runway heading rather than the SID track and climbed at will.
Date: 201705
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E S46
ATC / advisory: TRACON S46
Aircraft component: MCP
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While flying the GLASR ONE Arrival into SEA; the LNAV appeared to malfunction and didn't make the turn to 163 degrees at the HETHR intersection. I proceeded to select heading to have the autopilot make the turn. The heading select button was unresponsive. I then disconnected the autopilot and made the turn. While in the turn; Approach asked about our heading.


Second narrative: We were on the GLASR ONE arrival into SEA; the LNAV disconnected and did not make the turn south to 163 degrees at HETHR intersection. The Captain was flying pilot used heading bug to make the turn and still no response; he then disconnected the autopilot and hand flew the turn. After the turn the controller asked what heading we were on. I told him 163 degrees. Nothing further was said.


Synopsis: B737-800 flight crew reported that their aircraft did not make the turn to 163 degrees at HETHR on the GLASR1 arrival to SEA. Heading select was engaged with no effect then the auto pilot was disengaged and the aircraft turned manually.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Student was performing a soft field takeoff at ZZZ. Upon leaving ground effect to begin the takeoff climb out (approximately 50-100' AGL); the engine became significantly rough; shaking and making a loud banging noise. I determined the aircraft not safe for flight and took over controls; reduced power to idle; informed ZZZ tower of the engine problem; and that I intended to make an immediate landing. I landed the plane on the remaining runway; and applied hard braking; bringing the aircraft to a safe speed prior to the end of the runway. Flight terminated.




Synopsis: C172 flight instructor reported an engine malfunction after takeoff; which resulted in an immediate landing on the remaining runway surface.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Second aircraft: M-20 K (231) / Encore
Reporter function: Airport Personnel
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Airport Operations witnessed this event from the ground. A C172 took off to remain in the right closed traffic pattern from Runway XX. Next to take off was a Mooney M20. As the C172 was partway through their crosswind; the M20 turned a very early right crosswind with the intention to depart to the east. In doing so; the M20 cut inside the pattern. The C172 turned right downwind and was now on a perpendicular collision course with the Mooney. The M20 passed in front of and slightly below the C172.Immediately after this near miss; Tower queried the M20 if they were aware of the local departure procedures. The M20 replied 'not really' - they were a transient aircraft. Tower clarified that the ZZZ departure that they were shooting was to be flown via runway heading until past the diamond-shaped waterway; then turning east. This M20 turned before the waterway; producing a very early crosswind turn.Here's a friendly reminder to GA pilots to familiarize themselves with local approach and departure procedures when flying out of unfamiliar airports.




Synopsis: Airport operations personnel reported witnessing a near mid-air collision between two small aircraft when one turned an early crosswind inside an aircraft that was on downwind leg.
Date: 201211
Local time of day: 1801-2400
Location: ZDC.ARTCC, VA
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Second aircraft: A320
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Procedure

Narrative: CRJ-200 was climbing westbound. He was at FL340 when I inquired what his estimated time to reach FL380 would be.  He said a little more than 4 minutes. His traffic was a point out from ZID; an A320 at FL370. I issued CRJ-200 a climb to FL380 and monitored his progress. When he was at FL360; I issued a rate of climb of 1;000 FPM. He acknowledged my request.  At FL375; CRJ-200 indicates he is not longer able to keep the 1;000 FPM. I acknowledge and ask what can he do on climb and do not get an answer; then I ask again if he is climbing at all; he stated; 'We are getting our speed up;' I then ask him to turn 40 degrees left for traffic and climb to FL380. I then called ZID to inform them what was happening. I had a j-ring on CRJ-200; and before losing separation; I witnessed FL380 in my data block. I then re-cleared the CRJ-200 to HNN and shipped him to ZID. Sequence traffic at altitude and leave CRJ-200 at FL360 and let ZID climb him. I know there was a work group investigating the phraseology linked to timed climbs to make it more useful and understandable for controllers and pilots.  Something to the effect of 'climb to reach FL380 in 4 minutes of less' with no time stamp requirement would be nice.




Synopsis: ZDC Controller described a loss of separation event listing the current required phraseology related to climb instructions as as contributing to this event and recommending changes to the current procedure.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Aileron Control Column
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting; Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Maintenance
When detected: Other Post Flight
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Logbook Entry; Human Factors; Company Policy; Chart Or Publication; Aircraft; Manuals; Procedure
Primary problem: Manuals

Narrative: A CRJ-200 aircraft had been released from Heavy maintenance in ZZZ and pushed outside for the pilots pre-flight. One of the seven discrepancies that were written was that the Captain's aileron has clicking during actuation to the left and right at a 3/4 scale deflection. At approximately XA:15 AM local time on January 2012; myself and Contract Repair Station Representative X spoke about the [Maintenance] supplement in the Aircraft Maintenance Manual (AMM) to torque the control column nut. After further discussions with Representative X; and [after] reviewing the RII list; I advised him that this discrepancy was not an RII item and noted so in the logbook. The aircraft was released approximately ninety minutes later and flew until the morning of the fourth day; where maintenance personnel in ZZZ1 reviewed their paperwork after the aircraft departure and found the missed RII. The aircraft was the grounded in ZZZ2 [approximately] two hours. In ZZZ2 an inspection of the control column took place.




Synopsis: After re-torquing the Captain's control column nut for an aileron clicking during actuation to the left and right at 3/4 scale deflection; Mechanic determines the item does not require an RII Inspection and the CRJ-200 aircraft is released. Aircraft is grounded several days later for the missed RII Inspection.
Date: 201311
Local time of day: 0601-1200
Location: L18.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: CTAF L18
Second aircraft: Light Sport Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Other / Unknown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport; Human Factors
Primary problem: Human Factors

Narrative: I was taxiing for takeoff at Fallbrook Airpark (L18). At entrance to Runway 18; I saw that the windsock showed light wind from the north. I saw an aircraft in the run-up area of Runway 36. I announced on CTAF that I would back taxi on Runway 18 to intersection of Runway 18 and the taxiway and would then exit the runway. While back taxiing; the aircraft in the run-up area of Runway 36 taxied onto Runway 36 with no radio call. I announced on CTAF again that I was now back taxiing on Runway 18 with no response from the other aircraft. The aircraft on Runway 36 then commenced takeoff with no radio call. I moved to the right as far as possible and stopped at the edge of the runway. The other aircraft rotated and climbed over my aircraft.




Synopsis: C182 pilot taxiing south on Runway 18 reports an LSA taking off to the north over the C182 pilot. The C182 pilot had announced his intention to back taxi on Runway 18 to an exit on CTAF; but no response was heard; nor was a takeoff announcement broadcast.
Date: 201503
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch; Person Ground Personnel
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed for our flight and was notified several hours later via SAT [phone] that [air carrier] had discovered a mistake in the manner in which it calculated our cargo weight. They discovered that their operator incorrectly measured several pallets resulting in a lower than actual weight. After being notified by our company; it was decided to return to [origin]; our departure airport. We requested and company provided new burns and a much higher zero fuel weight (approximately 45;000 lbs). After reading the 'Overweight Policy' in the QRH; and taking other factors into account; we decided to dump our fuel to 60;000lbs remaining. This would give us a landing weight of 625;000; well below our max landing weight.Landing and taxiing were uneventful.It is very difficult to state what as a crew we would have done differently to prevent this situation. We rely on many different people to do their jobs correctly to ensure we have a safe flight. There is very little we could have done in this situation short of standing next to the scale operator to ensure he/she was preparing weight tags properly.




Synopsis: B747-400 First Officer reported they departed with incorrect cargo weight information; resulting in a much heavier gross weight than planned for. They returned to departure airport.
Date: 201912
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Second aircraft: B757 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
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: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: SEA was utilizing a south flow configuration even though surface winds were northerly 5-10 kt. We were turned in tight approximately 3-4 miles behind a B757 and instructed to maintain 190 KIAS to the marker for Runway 16R. I told the Controller unable due risk of unstable approach with tailwinds not to mention wake turbulence hazard behind 757. As our final speed in the B737-900 this day would easily be 25 kt more than a B757 there would be a significant chance of a wake turbulence encounter as our spacing tightened up. Approach Control countered with an instruction of 180 KIAS and we elected to continue. We soon encountered several sharp jolts of wake turbulence and my First Officer did a fine job of maneuvering above glide slope to get out of the wake. Our spacing with the B757 was quickly eroding as we were given instructions to contact the Tower. The Tower Controller quickly approved our request to sidestep to Runway 16L and we landed without further incident.The PIC is the final authority as to how the aircraft will be flown. The Approach Controller seemed incredulous that I did not wish to comply with her first request; but the reality of the situation was this was an unworkable plan. We elected to continue this approach with the assumption that we would either get to sidestep to 16L or go around. Lesson learned: be the PIC and speak up when you don't like what is happening. Recommendations: we had 13 kt of tailwind to about 500 feet AGL; why does SEATAC insist on the south flow configuration in these conditions? Also; 3 miles behind a B757; especially with a tailwind is not safe.




Synopsis: B737-900 Captain reported encountering wake turbulence on approach to SEA in trail of a B757.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
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: INS / IRS / IRU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Workload; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Automation Overrode Flight Crew; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft; Airspace Structure; Procedure
Primary problem: Aircraft

Narrative: At FL360; right IRS Fault light illuminated with autopilot disconnected. Speed Trim Failure light also illuminated. First Officer (FO) altitude instruments blank and no FO Flight Display (FD). We ran checklist for IRS Fault and Speed Trim Fail. Unable to restore FO instruments with NAV selected on IRS. ATC was notified of failure along with Dispatch. Flight controls transferred to Captain with good instruments. Checklist completed; IRS switch both on 1. Flight Operations Manual referenced; as autopilot would not engage with either A or B; aircraft not RVSM capable. ATC notified.Vectors and descent provided. Dispatch sends message LNAV/VNAV still operable (via flight director). Captain and FO concur. No instructions on QRH or Dispatch to land at nearest suitable airport so flight continued planned route. CRM and risk management discussed relating to Pilot Monitoring functions for radio; assertive calls for Pilot Flying deviations; and autopilot FD control. Flight continued with Captain manually flying. Arrival; approach and landing were uneventful. Logbook entries made; Maintenance notified via radio.




Synopsis: A B737-800 Captain reported the right IRS Fault Light illuminated accompanied by the autopilot disconnect; SPEED TRIM FAIL and blank First Officer Instruments. The flight descended out of RVSM with an unusable autopilot but continued to the filed destination.