elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Aircraft: Gulfstream V / G500 / G550
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Electrical Distribution
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: On several trips we noticed a 0% load from the AUX TRU (Transformer Rectifier Unit). There was no CAS message and synoptic page remained green throughout the flight. When we were able to compare to our other aircraft (same type); we noticed there was always a load greater than 0% indicated. Concerned; we asked our maintenance group if it was normal. We were told that there was a possible wiring issue and later a possible broken ground wire but that it was not an issue. This went on for a couple of weeks until it was written up. Much displeasure was displayed as this is apparently a difficult troubleshoot and fix. There is an AFM load limitation on the AUX TRU of 40% on the ground which we were unable to see since it didn't indicate. The primary purpose of the AUX TRU is to do what one of a Main or Essential TRU's do if they are to fail. The load readout is important. It is not an MEL item.Many pilots and maintenance techs were aware of this issue. Some say it was this way from delivery and it was just noticed. I think it may have broken recently. My concern is knowledge of the problem without it being addressed in a timely manner. The difficulty of the task or the inconvenience to the passengers should never be a concern when a potential safety item occurs.




Synopsis: G550 Captain reported an electric distribution anomaly that had not been promptly addressed.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Airspace Structure
Primary problem: Ambiguous

Narrative: Approximately 7 miles east of ZZZ under control of tower; I was approaching ZZZ at 2500 MSL cruise. Directly into hazy sunset. I noticed traffic at 2 o'clock at my altitude. I couldn't immediately make out the type aircraft or distance because of unfamiliar shape of craft. I then noticed that it appeared to be not moving (hovering) as I passed it. Then I realized it appeared to have LED NAV lights visible. Then I also realized that it was likely a drone because it didn't look like an airplane or a rotor craft. Then I realized that it was very close because I began to perceive its relative size. I immediately reported it to Tower and asked if he saw a drone at my 5 o'clock position. He said no. I wrongly reported it was about 400 yards off my wing. It was more like 400 feet off my wing. I lost track of it as I passed it but I think it was rather large; most likely a commercial size drone. I verified my reporting time by reviewing the transmission recording on ATC-Live on the internet and recorded the time and estimated the distance by the fact that I checked on at about 10 miles out and reported 2 minutes later. I would like to know the results of this investigation should there be one. I believe that if this object had been at 12 o'clock instead of 2... I might not have seen it in the glare of the sun until it was too late and that would likely have been catastrophic based on my estimate of its size.




Synopsis: Cessna 172 pilot reported a NMAC with a drone at a distance of 0 feet vertical and 400 feet lateral.
Date: 201501
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Other / Unknown
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Passenger
When detected: In-flight
Result: General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A teenage male passenger in seat XXE reported to flight attendant that the male passenger seated next to him in XXF had put his hand on his genitalia area while he was sleeping. This awoke the minor and he got out of his seat and reported the event to FA. After consultation with FA I exercised my Captains Emergency Authority and instructed FA to have the minor passenger occupy the open aft cabin jumpseat for the remainder of the flight as there were no available seats to reseat him in. I contacted Dispatch and requested the authorities to meet the flight upon arrival. Upon arrival at the gate FBI agents and airport police meet the flight.




Synopsis: Flight attendants inform the Captain that a minor male passenger has been groped by his seat mate while the minor was asleep. The minor passenger is moved to a Flight Attendant jumpseat for the remainder of the flight and landing. FBI agents and airport police meet the flight.
Date: 201412
Local time of day: 1201-1800
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Other on duty
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Procedure

Narrative: Company decided an unplanned flight planning software shut down at XA00 to XA30pm of the following programs; Dispatch Monitor and Flight Track Plot at a time when dispatchers; 4 total had several flights in the air. Management doing this action in the middle of the day made Dispatcher job very; very difficult to provide a safe environment for the operation. There was no asking of Dispatchers; no choice was given. It was said; we will be shutting down the SABRE products at XA00 for about 30 minutes in Dispatch and make sure you are caught up with your work.1) No diversion or re-routing aircraft would be available without these programs.2) Flight following (the visual following) was only available on the Flight Explorer (not all flights have been showing up all the time on this program lately).3) No alerts available for wx (weather) or ATC NOTAMS4) Made catching up with flights after outage an excessive workload.4a) One of the desks did not work properly and had to move to another desk top in order to get back on line.  Fortunately no incidents or unusual action like diverts or emergencies took place during this outage. ACARS was available for comm. but very difficult to find what aircraft was on each flight no. if worksheets for each dispatcher's desk were not printed. Noticed after outage only one Dispatcher had an individual desk worksheet printed and no printed copies of flight track plot were printed. (To be noted: not all flights are always on the worksheets pertaining to that desk when printed. Example; passed down flights from a previous dispatcher flights don't seem to show up) Suggestions:1) Schedule these outages late at night or when less flights are in the air; might be less convenient for the IT or other companies involved; but cause less of an effect on the operation safety and concerns above.2) Make a checklist for the dispatchers to be prepared; if and when these type of outages are required. 2A) or better planning ahead of time for dispatchers to be planned.3) Management (chief dispatcher/pilot) and other decision making personnel available during these outages that can make emergency decisions or can be easily reached if a situation becomes out of control. 4) The policy of printing the Desk Sheets daily has slacked and the reason is stated above they are not always accurate; suggest the flight track plot for each desk be printed; and or print the whole flight track plot instead and/or fix the accuracy of the desk worksheets.




Synopsis: Air carrier Dispatcher reported his company chose to shut down critical dispatch tools in the middle of the day for IT maintenance that resulted in high workload and reduced dispatch effectiveness.
Date: 201509
Local time of day: 0601-1200
Location: PSP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D PSP
ATC / advisory: Tower PSP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon descent from 14000 MSL; we were given a visual approach clearance with the autopilot engaged in Heading (HDG) and Flight Level Change modes. A descent was initiated with gear down; flaps zero; flight spoilers deployed; and airspeed approximately 230 knots by the Pilot Flying (PF). The Pilot Monitoring (PM) added a 4 mile fix at a 3 degree glideslope from the runway centerline as a point to cross to enable a stabilized VMC/visual descent for landing. The flight was instructed to contact tower; at which time we were instructed to turn final at or beyond 5 miles. The PM acknowledged the landing clearance and began inputting the new waypoint at the new 5 mile distance and altitude (for a 3 degree glide path).  The PF set the speed bug to 180 knots (to slow) and turned via HDG mode to enter the left base for landing. At 178 knots with flaps zero; standard bank; and flight spoilers deployed; received an intermittent shaker. The PF immediately disengaged the AP; added thrust; and continued descent. The approach and landing continued without incident.PF on visual approach entry allowed automation to slow aircraft to much for configuration (with bank and flight spoilers deployed). PM heads down/distracted programing new waypoint into FMS. More hand flying by pilots (auto throttles and AP OFF) during VMC and IMC to maintain flying skills. Greater Awareness during distraction and/or task saturation to avoid unsafe/undesired flight condition.




Synopsis: EMB170 Captain experienced stick shaker with the First Officer flying with autopilot engaged. The aircraft was descending; clean at 180 knots with flight spoilers deployed and stick shaker commenced when the aircraft was rolled into a standard bank for the base turn. The autopilot was disengaged and thrust added to recover.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
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 E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During descent; after leveling at ATC assigned 12;000 FT; ATC queried about our assigned altitude. Pilot not flying indicated 12;000 FT assigned and asked what ATC was showing and asked for current altimeter. ATC said 29.06 was the destination altimeter and assigned 12;000 FT. Had mistakenly read and set 29.56 on ATIS causing lower altitude (lighting conditions low light; with turbulence and icing). Reset altimeters to correct 29.06 and made immediate climb to 12;000 FT assigned altitude. No apparent problems with ATC or other aircraft. Continued to our filed destination without incident.




Synopsis: An EMB145 crew did not set the correct barometric altimeter setting and realized; after ATC asked them to verify their altitude; that they were 500 FT low.
Date: 202011
Local time of day: 1201-1800
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Physiological - Other; Situational Awareness; Workload
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: Flight Attendant (FA) B came to me to let me know that the passenger seated in X1 was repeatedly reminded to put on his mask appropriately over his nose and mouth.  He would do it and then later remove it. He was told at least 5 times before the crew let me know that they had each told the passenger to comply.  As the only FA who had not approached the passenger I went up to ask him to comply with our mask policy.  After I left the passenger; the crew let me know that he took it off again and that other passengers around him were asking to make sure he was wearing his mask.  I then went to grab one of our on board masks and policy document to give to him.  When giving him one of our masks he grabbed it; put it on and then closed his eyes and proceeded to go to sleep. I tried to give him an explanation of the policy document but he proceeded to ignore me.  After beginning service FA D and FA C saw him again not complying.  As a result; the flight deck was notified by FA A of the non-compliant passenger.  FA A also went to speak to the passenger one more time to make sure he was aware of our mask policy and what was being provided by the policy document.Make sure the passenger is spoken to about our mask policy.




Synopsis: Flight Attendant reported a passenger was not compliant with face mask policy during flight.
Date: 201912
Local time of day: 1201-1800
Location: ENN.Airport, AK
Aircraft: No Aircraft
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: ENN is located about 35 nm south of FAI. FAI is a large hub main international airport. ENN is the only logical alternate airport for General Aviation at FAI. ENN is a City owned airport which receives FAA funds to operate publicly periodically. ENN Ground Maintenance is almost non existent. Sometimes the snow plowing is left not properly plowed for weeks. Their ability to turn out timely properly created NOTAMs is almost non existent. The airport beacon is functional. None of the runway lights function. The runway end identifier lights somewhat work. The PAPIs do not work. Been over a year since the lights worked period. When and if they snowplow it's a small path a pick-up truck would use; a recipe/trap for a catastrophe. No plowing on taxiways or parking. Just enough to trick an aircraft coming in on the RNAV approach (procedure NA at night). The snow removal equipment furnished and paid for by FAA is always used downtown on city streets instead of the runway. FSS in Fairbanks FAI never has current correct FILCON information for pre-flight.This is anything but operating in a culture of Safety. The stage is set for the unthinkable to happen. Please; intercede immediately.




Synopsis: GA pilot reported multiple concerns with the status of equipment and maintenance of ENN airport.
Date: 201602
Local time of day: 0601-1200
Location: D10.TRACON, TX
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: The flight was a scheduled part 121 flight to SAN. The clearance was the LYNDI4 RNAV arrival to SAN.During the departure climb; departure cleared the flight direct to LYNDE; flight plan route.Since there were two waypoints with the same pronunciation loaded in the active MCDU flight plan; I requested clarification from departure as to whether they cleared us to LYNDE on the departure or if they cleared us to LYNDI on the LYNDI arrival.They confirmed that the flight was cleared to LYNDE; and spelled the fix phonetically.We then executed the direct to LYNDE in the MCDU.Departure then asked us the spelling of the other LYNDE/LYNDI in our flight plan. He remarked that he would note this so that the confusion could be avoided in the future.For this specific city pairing and this specific flight plan routing; recommend that flight crews and ATC be aware of the two waypoints with the same pronunciation and to clarify exactly which fix they are cleared to in the future.




Synopsis: A319 First Officer pointed out to ATC that on his route there were two waypoints with similar spelling and identical pronunciation; LYNDE and LYNDI.
Date: 201307
Local time of day: 1801-2400
Location: PHL.Airport, PA
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHL
ATC / advisory: Tower PHL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: On a visual approach; approximately 8 southeast of PHL on a left base descending through approximately 2;500 FT we were flashed several times by a green laser light from the ground. The laser came from our 8 to 9 o'clock position and only a mile or two to the west of our position. We notified Approach Control.




Synopsis: An Air Carrier crew received several green lasers light shots descending through 2;500 FT on a left base for a visual approach about eight miles east of PHL.
Date: 201203
Local time of day: 1201-1800
Location: 0L7.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class G ZLA
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness; Confusion
Anomaly: Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Chart Or Publication; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During a low level training flight the left wing struck a parasailer cable which was attached to a winch system on the ground. It hung on the pitot tube for approximately 15 seconds resulting in damage to the wing. Flight characteristics were not affected and the aircraft returned to base without further occurrence. The area is a dry lake bed which is unmarked on the sectional as having paraglider activity. This area should be avoided by all aircraft due to the recreational activities being conducted.

Callback: The Reporter stated that the dry lake bed where the cable was located is 072 degrees 4 SM from the 0L7 (Jean; NV). The Lat/Long coordinates near the lake bed center are 35 degrees 47 minutes north; 115 degrees 15 minutes west. There have been many different types of activities (model rockets; hang glider and hot air balloons) at this location which is the closest dry lake to Las Vegas and suitable to a wide range of activities. The Reporter stated that the parasail was in the lake bed's southwest quadrant at approximately 1;500 FT but he did not see the cable until after he hit it. The area should be marked as possibly having activities which can be hazardous to aviation.



Synopsis: A small aircraft pilot flying over a dry lake bed near 0L7 (Jean; NV) struck a parasail related cable attached to a wench but the area is not marked on the sectional as supporting recreational aviation activities.