elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1201-1800
Location: ZMA.ARTCC, FL
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZMA
ATC / advisory: Center ZMA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The Captain and I had just worked a flight and were on a 2:15 hour sit before our next flight. Crew Schedule called my cell phone halfway through our sit time and I let the call go to voicemail. I listened to the message which advised me to check my schedule and confirm that I had a reassignment. I pulled up my [schedule] and saw that the reassignment departed in 35 minutes and consisted of a [Caribbean] turn. My current bid status is 737 Domestic; so the international turn raised a red flag for me. My previous bid status from 5 years earlier had been 737 International. My first call was to [Union] Contract Administration to have them look at the assignment and check for my legality and the legality of the trip assignment. After a few minutes of review; Contract Administration advised that the assignment was legal; and that Crew Schedule could; in fact; reassign me. Since I had been removed from my original sequence; I decided I needed to check in with Crew Schedule. On initial check in; Crew Schedule advised that they had reassigned me the [Caribbean] turn. I; once again; questioned the legality of the assignment and advised them I was a Domestic pilot. Crew Schedule assured me that I was searching legal for the trip; and that they 'wouldn't have been able to give you the assignment if you weren't legal'. At that point; I wondered if my International Qualification distance learning modules that I had completed during the past year had; in fact; made me legal to take the flight. Since I had received confirmation from two sources that I was legal; I decided not to turn down the trip and we departed. Approximately one hour into the flight; we received a message from Dispatch notifying us that they were receiving calls that the First Officer was not qualified for the trip and that we needed to return to ZZZ. We advised ATC that we needed to return to ZZZ due to an international crew legality issue. We then returned uneventfully back to ZZZ.Cause: The scheduling system gave the impression to multiple people that I was qualified; legal; and available for the flight. The time crunch to get the flight out didn't leave enough time to catch the error prior to departure.




Synopsis: B737 Domestic First Officer reported an improper reassignment to an international flight between previously assigned domestic trips.
Date: 201507
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: While on descent to my destination airport I experienced a total loss of engine power. At the time I had been receiving VFR advisories from Approach. I commented to them that my engine had lost power and that I now intended to divert to [a nearby] airport. I was given the CTAF freq. and told to change to 1200 on my transponder. I made all normal traffic advisory calls as I entered the pattern from overhead into the left down wind. I made a normal and totally uneventful landing after which I pushed the airplane off the runway onto a taxiway clear of all movement areas.Examining the airplane I drained fuel from both left and right tanks as well as the gascolator and found free flowing fuel. I discovered no oil leaks or oil on the belly of the airplane. I could find no defects. After the examining the airplane; it started normally after which I taxied uneventfully to the ramp. After consultation with several experienced IA's it was suggested that carburetor ice may have been the problem. I have flown the airplane several times since the 'event' with no issues.




Synopsis: C-180 pilot reported his engine quit for no apparent reason. Reporter was advised that carburetor ice was a possible factor.
Date: 201511
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On flight I was picking up service items in the aisle; passenger in 31a handed me a full cup of water and as I was placing the item in the garbage bag passenger in 31c tried to hand me a cup as well bumping my arm and causing me to spill a little water on the passenger in 31d. I apologized and quickly got him some paper towels and asked if he needed anything. At that point everything seemed fine. During arrival I was standing in the aft galley helping prepare for landing when the passenger came out of the lavatory with a full cup of liquid and threw it all over me splashing me in the face and all over my company provided Iphone 6. Passenger stated to me 'Happy Halloween xx.' I asked the passenger to take their seat as they repeatedly called me a 'xx' and an 'xx.' I then used a commanding voice for the passenger to return to his seat or I would be forced to have the police meet the aircraft. I called the Captain and informed [him] of what was going on he declared it as a level 2 threat and had the police met the aircraft. Inflight supervisor xx also meet the aircraft. The passenger was removed and statements were taken from  myself; FA xx and the Captain.




Synopsis: A Flight Attendant collecting service items was bumped causing a water spill on another passenger. That passenger later threw a cup of water on the Flight Attendant and used abusive language. Police met the aircraft.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: The Captain left the flight deck to get some food in the terminal.  I remained on the flight deck preparing for the next flight back to ZZZ1.  Cleaners came on board as usual to clean the aircraft.  Someone had partially closed the flight deck door during this process.  The next thing I know I'm overwhelmed and choking on what feels like a strong aerosol type spray.  I immediately departed the flight deck as it was hard to breathe.  When I exit the aircraft on to the jet bridge the entire cabin crew and deadhead crew were waiting for the cleaners and sprayers to complete the cleaning process.  I got some water to try and clear my airway.  While I was doing that one of the flight attendants went to talk to the gate agent regarding this situation.  Apparently this had happened before.  No one knew I was on the flight deck nor did they properly clear the aircraft before spraying.  I don't know how long I was breathing those chemicals before it overwhelmed me.  I was never informed that the aircraft was going to be sprayed while I was on board.




Synopsis: Air carrier First Officer reported ingesting aerosol fumes in the flight deck from cleaners that were on board sanitizing the aircraft without making sure it was empty.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction; Communication Breakdown; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude
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: Airspace Structure; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: It was the First Officer's leg from ZZZ1 to ZZZ. We were flying Flight ABCA. We were flying Aircraft X. On descent into ZZZ; we were cleared to descend via a STAR arrival. We were then given a level off altitude of FL250. We received a TCAS alert from traffic at our 10 O'clock position...'Traffic Traffic'...then a few seconds later we received a RA to 'Climb Climb'. I notified ATC that we received a RA and that we were climbing. The First Officer immediately disconnected the autopilot and auto throttles and executed a climb. At FL255 the TCAS system said; 'Clear of Conflict'. We returned to FL 250. ATC then re-cleared us to descend via the STAR arrival again. We landed on Runway XXR (previously XYR) and taxied into our Gate X at ZZZ.ATC climbed an aircraft within approximately 500 feet of us; we received an RA and reacted to it.Better situational awareness by the ATC controller.


Second narrative: While flying the STAR RNAV arrival into ZZZ; we were given a number of step-down descents that kept us above our programmed VNAV descent path. Approaching ZZZZZ at the 12 o'clock position was an aircraft flying at us and climbing toward our altitude. We were at FL250 and received a TCAS RA directing a climb to FL255 with which we complied. We notified ATC of our TCAS RA response. After clear of traffic; we descended back to FL250 and resumed the arrival.Immediately after this occurrence; we changed frequencies. Perhaps this traffic conflict was a result of miscommunication between the two controllers.I am surprised that the ATC controllers would not have received an alert about two aircraft on a collision course. We routinely receive many irrelevant traffic alerts; but in this instance; we heard nothing from ATC.


Synopsis: Air carrier pilots reported receiving an RA while descending. The pilot flying started a climb until receiving ' clear of conflict.' The other aircraft was also an air carrier tracking towards the reporting pilots. There was no alert from ATC according to the reporter.
Date: 201308
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A KOHOE2
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Human-Machine Interface; Confusion; Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: Our original clearance was direct MNNOW and WAHUU one arrival; later changed to direct MNNOW for the KOHOE 2 RNAV STAR. When on the arrival we were cleared direct SAYGE and descend via the KOHOE 2. Upon crossing SAYGE at 20;000 FT and slowing to 250; we were switched to approach who advised to expect landing 35R. I entered the runway in the FMS and verified it with the Captain. I started to review the next crossing restrictions when I noticed the fix was not in the FMS. I checked the FMS arrival page and discovered it was back to the WAHUU one arrival. I selected HDG and turned to the left and reselected the arrival and was reprogramming the FMS when Approach told us to turn direct the DEN VOR and asked what we were doing arrival wise. The Captain informed them of our problems and ATC re-cleared us to the VOR and descend to 13;000 FT. The primary problems were: the FMS doing strange things like selecting a different arrival when not commanded to do so. Having 3 or 4 RNAV arrivals with the same fixes and having ATC change arrivals at will. RNAV arrivals are getting to be more trouble than they are worth.




Synopsis: When cleared sequentially for two different but similar RNAV STARs into DEN the flight crew of an EMB-145 ended up confused miss-programmed and off course. ATC provided a simple clearance direct to the VOR with a hard altitude to resolve the dilemma.
Date: 201910
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Aircraft: Cessna Citation Sovereign (C680)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Separated Traffic
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Procedure

Narrative: Aircraft X departed AOH. CMH Tower couldn't hand him off to me and called for a manual handoff; which we accepted. I tried to take the track several different ways but couldn't. I climbed him to FL220 and had the D-side coordinate that with the next sector (who it was flashing at). ZAU called and said the aircraft was now at FL230 and they weren't talking to him. I reached out on the frequency and he did say he was at FL230. I switched him to ZAU. No losses occurred. Several things were going on. The D-Side was a trainee and they were talking; the Supervisor was behind me telling me he intended to split off part of my sector; I was trying to get the D-side to print a strip for an AIMS ticket; weather was in the area; so there were conversations about that happened. So there were distractions; but all of them operational. I saw an aircraft coming soon to me at FL230; and that's why I wanted to climb him to FL220. I don't have Falcon Audio; so I don't know what I did. The big thing is I'm off for a week of leave; and now I get to spend the next week wondering what I gave this guy. Why can't they give Full Performance Levels (FPL) access to Falcon audio again? I'm happy that he didn't get in the way of anyone else; the FL230 guy passed safely to his south; but I'm a little upset at myself that I missed either giving him FL220 or missing the FL230 read back. Instruct the quality control department to allow ALL radar trainees and FPL's to have access to audio recordings in Falcon.




Synopsis: ZID Controller reported automation track failure that resulted in an aircraft being assigned the wrong altitude.
Date: 201412
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZDV
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Training / Qualification
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: Flap extension at FL215; with flap operating max altitude of FL200. This was on descent into EGE; with the associated energy management; and airspeed restrictions playing on my attention more than an operating limit that should have been more in my mind at the time. My experience level in the seat is low. Although with several flights into EGE in December; I didn't recall whether I or my First Officer was flying. It may help if something was posted in the company airport pages to remind pilots of flap altitude limits during descent into EGE.


Second narrative: On approach into Eagle Colorado we received a GPWS warning due to terrain closure rate because the aircraft was not being fully configured passing BARZA in VMC conditions. We got a late crossing restriction from ATC to cross RLG at 14000 feet and deployed the speed brakes and extended flaps to 5 degrees at an altitude higher than the aircraft limitations allow.


Synopsis: B757-200 flight crew reports extending the flaps above FL200 descending into EGE.
Date: 201508
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Preflight planning
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Aircraft; Company Policy; Procedure
Primary problem: Chart Or Publication

Narrative: During the pre-flight process; we as a crew and myself as an individual did not thoroughly study the MEL for the deferred TCAS; specifically the Spec Notes. Had we done so; we would have realized that the aircraft could not operate to a non-US destination.




Synopsis: An aircraft was dispatched to a foreign destination with the TCAS inoperative but the crew did not realize it until later that the Ops SPEC and MEL prevent dispatch to a foreign destination with the TCAS inoperative.
Date: 201906
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: Marginal
Weather elements / visibility: Rain; Thunderstorm
Light: Night
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Human Factors; Staffing; Weather
Primary problem: Weather

Narrative: On the overnight shift we encountered a significant amount of weather and deviations affecting the inbound push. Although the weather had been sitting in the airspace all afternoon; the 4 of us mid shift crew arrived to find 3 sectors open with one sector also requiring a D-side (Assist). There was no hold over and no plan for how we were expected to safely and efficiently get the arrivals in. There seemed to be significant confusion between TMU (Traffic Management Unit); the Supervisors; and the Controllers on the floor. We moved the inbound lines from one Area to another Area and back. The planes went in and out of holding with zero information on what to expect next. At the end of the push; all the arrivals were sent back up north and west without any form of plan or sequence; even as we attempted to contact our supervisor on the shift that we would be able to take arrivals. We also went for hours without an opportunity for a break as every time we asked if we could close a sector (when the traffic was down to one or no aircraft;) we got an exasperated sigh for a response. I feel the night shift managers and TMU crew failed to successfully set up the mid operations by not holding over controllers; not devising a plan and not providing the supervisors on the night shift with the ability to handle all the sectors; employees and flow control. There is a sense of 'Not my problem' at the end of shifts that is now affecting the safe flow of our very busy mid operations. There is also no concern of how long controllers stay on break over night without knowledge of if they will even be provided a break.




Synopsis: A Center Controller reported the Area was understaffed and Traffic Management flow was not in place during a period of known weather deviations.