elihoole/asrs-aviation-reports huggingface dataset:
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
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: Pilot Not Flying; First Officer
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Nothing open at the hotel.  We boarded the hotel van at XA:50L.  COVID temp checks and Cockpit decontamination procedures have been put in place.  This creates a time compression.  I did  not ask the flight attendants if meals were boarded.  Again; they are under COVID time constraints too.  When we got up to cruise and asked about food; they said nothing had been boarded and the cooling bag on our aircraft was empty.  We were supposed to have had a snack and a meal.




Synopsis: Air carrier First Officer reported there was no food available at the hotel and food was not boarded for crew to consume during the flight. COVID-19 related time constraints were cited as contributing factors.
Date: 201602
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
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: [While] under Center control; an IRS-Right message; followed by an unable RNP message appeared on the FMC. Although LNAV was still active; the aircraft appeared to be right of the magenta navigation line. I believe we were about two miles right of course. I was the pilot monitoring. I notified ATC of the navigation error and he cleared us direct [to a new fix]. I asked ATC to ensure we appeared to be headed in the right direction; as I was not confident in the accuracy of the navigation at this point. ATC indicated it looked good to him.Subsequent discussions with ATC resulted in our vacating RVSM airspace. At one point I switched the IRS switch to both on left. This disconnected the autopilot [and] it would not re-engage. I put the IRS switch back to both and reconnected the autopilot. The RNP value remained in acceptable limits for the remainder of the flight; although the right IRS remained inoperative.We landed uneventfully at our destination; logged the discrepancy in the logbook; and notified Dispatch and Maintenance.


Second narrative: While at cruise; we got a navigation error message unable required Navigation Performance RNP and verify position IRS. We noticed the position star on the HSI showed one of the positions way off to our right. On the position reference page; the right IRS showed a position way different than any of the other sources. I think the Captain in trouble shooting switched to left IRS and at some point the aircraft began a left turn of about 20-30 degrees.


Synopsis: B737-700 flight crew track deviation resulted when the right IRS failed in flight.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Aircraft: UAV - Unpiloted Aerial Vehicle
Operating under: Other Part 107
Airspace: TFR ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Time Pressure
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Drone flight into TFR. I forgot about the temporary flight restriction for the area and flew my DJI Inspire 2. I was fully aware of the TFR and the day prior had briefed production so we would avoid the area. Our plan was to film at [a] university and two other locations near the campus midtown area; not [in the TFR location]. All three locations were permitted. I filed the required campus flight plan with Icarusmap.com. I had my insurance put [the university] on the COI (Certificate of Insurance).Here is the background of my forgetting about the [TFR]. Two days prior; production had switched our shoot from Florida to [another state] due to client cancelation. So I had to change my plans overnight. This meant checking the airspace for authorization; which I did. The plan was to catch the morning light so we met [early] in the lobby of our hotel. It was an overcast day so we called off the shoot for the morning and hoped for sun later. [Around mid-morning] the sun came out so we hustled into the van. Our team was pilot in command (me); show runner/producer and a driver. As we started from the hotel the producer liked the light on the buildings and asked if we could do a quick reveal shot. Without remembering the TFR I agreed; and we set up and launched quickly for a short 10 minute flight. It was VFR weather; VLOS (Visual Line of Sight); not over people; under 400 feet. I had a camera operator and spotter. Later while we were coordinating with Campus police; they informed us about the VIP arriving [nearby]; which was going to cause highway congestion. This is when I remembered the TFR.I am disappointed with myself for this mistake. I have been a commercial airline pilot for over 20 years and take pride in my safety record. Running my drone business has been a learning experience; which means I need to be even more cautious. I am changing my preflight checklist to include opening the app to ensure there have been no changes to the airspace; that I am in compliance; and most importantly; so this will not happen again.




Synopsis: UAV operator reported violation of a TFR.
Date: 202003
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Flight plan: IFR
Mission: Passenger
Reporter function: Captain; Pilot Flying
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I received a request for flight at XA:30 in the afternoon. It was a coronavirus patient going out of ZZZ to ZZZ1.  The PPE equipment that was provided by the company does not fit my face therefore it leaks and fails a fit test and also allows steam from my breath to fog my glasses so I cannot see. This is a safety a flight issue. We have received fit test for a 3M 1860 mask it is approved for us to fly; these masks are no longer available and we do not have any replacements that will pass a fit test. 2 other pilots are in the same situation at the base. I declined the flight for lack of proper PPE and safety of flight. I was called by Person X from [department X] to find out about our mask situation. I told Person X we were only cleared with the 1860 mask for flight operations. Person X said she would find us some and asked if management was aware we had a base meeting last [weekday] and at that meeting we told management that we did not have a replacement mask for the 1860 units. They said they would get us some and we haven't seen any replacement masks. I was called by Person Y and he told me that he had sent a message saying that company's guidelines and CDC was a paper mask will use in place of the N95 respirator. These other masks do not fit my face and my glasses fog up so I cannot see. This to me is a safety of flight issue. Person Y said I could call the Dispatch; so I placed a call. Dispatch told me that other pilots had glasses and were able to use the other masks to perform their duties and if I could not perform those duties with the supplied masks; he was not going to pay me to sit around the office and not fly. I was to do the job and if not I didn't need to be on company's payroll.Get the pilots proper PPE that fits so we are safe to do our job!




Synopsis: Pilot reported the company provided face masks do not fit the reporter's face; causing fogging of glasses.
Date: 201407
Local time of day: 1201-1800
Location: ZMP.ARTCC, MN
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZMP
ATC / advisory: Center ZMP
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Training / Qualification; Troubleshooting
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Procedure

Narrative: Sector R13 had an airspace deviation into my airspace; Sector R34. Aircraft X entered my airspace without a handoff; for approximately 4;000 FT or 5 minutes. I was not busy at all at the time; but the [Sector] 13 Controller was very busy. This event happened because the lack of currency and proficiency that the R13 Controller had. He is a person that is only required to get 8 hour/month of currency time; and his traffic complexity FAR exceeded his capabilities. Additionally; he is not trained correctly.  I split off R34 (FL370 and up); over top of R13; and when I called him for a briefing; and he did not know what R34 was; what altitudes it had; or even the sector name. It was obvious he was not trained correctly. Additionally; R13 was a RED sector; without a D-Side at the time (a D-Side was called later); and eventually he deviated my airspace because of lack of currency. When the deviation occurred; he did not have a D-Side; and his rides were bad so he had a lot of pilot requests.Controllers that get the bare-minimum 8 hour/month should not be allowed to work a 'red' sector; nor a 'yellow' sector; without a D-Side. Calling people to help Area 1; with its low staffing issues; with people that only get the bare minimum currency hours is not a safe practice. I've reported this issue before; and it continues to be an issue. These people; eventually; due to lack of ability; lack of experience; and lack of currency; hurt the area and cause unsafe situations. This is just one example; but I'll be filing more reports when I see it. Covering up staffing issues with non-experienced CPC's is not a good idea. Area 1 needs to use and/or schedule overtime for personnel willing to work it during the busy season (summer); that have plenty of currency hours and recent experience; this is no different from operating an aircraft!




Synopsis: ZMP Controller describes an airspace violation in his airspace; caused by a staff specialist.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: Other departure climb
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors; Airspace Structure; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: I was cleared for departure on Runway XX from ZZZ; on an IFR flight plan. I was given instructions for runway heading climbing up to 1600 feet; bases were being reported at 1000-1600 feet at the time by arriving and departing traffic; scattered layers; just after rain had passed through.Upon departure; a [helicopter] was right on my departure path; directly over the sand of the beach; and did not react or maneuver away from me. My assumption is that he did not see me. I had previously heard no calls from the traffic and Tower gave me no warning of traffic crossing my departure path. The Tower did tell me there was traffic on a 3.5 mile final to land on Runway XX; and they wanted me to have a no delay departure; they told that traffic to slow up as they had a Aircraft X departing Runway XX.On climb out; I was fighting down-drafts and working to gain altitude; I started receiving traffic alerts from my ADS-B and I quickly acquired the helicopter in my visual scan; I could see the color of the pilots shirt we were that close.My understanding (after reading their LOA) is that ATC has a LOA with this helicopter operator; and they should make required calls when crossing the departure/arrival path of Runway XX or Runway XY; they should also be 300-500 feet laterally from the coastline and 300 AGL in altitude. I notified the tower immediately of the conflict and told them that was too close. After some pause; the Tower contacted the helo pilot and asked what his altitude was; he said 300 feet; the Tower said 'that's what I thought' After that; I continued to monitor the Tower frequency as I departed and continued with Approach; the Tower gave the helicopter much more specific instructions as he continued his sightseeing flight with passengers.This was a close call; this area needs to be reexamined and the sightseeing operations need to be suspended or redirected around the approach/departure path of the ZZZ runway. Someone is going to get hurt if this does not change.




Synopsis: GA pilot reported an NMAC with a helicopter and the lack of information from ATC.
Date: 201703
Local time of day: 1201-1800
Location: EQA.Airport, KS
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-9
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ICT
ATC / advisory: TRACON ICT
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I experienced a failure of the Garmin GNS480 WAAS GPS antenna in flight. The antenna failed in such a manner as to create spurious emissions that caused all other GPS antennas on my aircraft to also lose signal. The Garmin GNS480 antenna on my aircraft is a GA-35 antenna approved for use with this unit. When the loss of position integrity occurred; I turned off the Garmin GNS480 unit. Upon doing so; all other GPS receivers in my aircraft resumed normal operation. Immediately upon returning power to the Garmin GNS480; all GPS receivers would again lose position lock. This repeatable sequence; and reports of similar failures including Garmin Communique #5; led me to the conclusion that the GA-35 antenna had failed in the same manner.I'm filing this report because; in my aircraft; the Garmin GNS480 feeds GPS data to a Trig TT-22 ADS-B transponder; which would have failed ADS-B position integrity upon failure of the GPS. While I was not in ADS-B rule airspace (I was in airspace classes E and G for the duration of the event); I felt compelled to submit a report anyway in case of a future investigation of this incident. Had I been on an IFR flight plan; this would have been a reportable loss of navigation.




Synopsis: RV-9 pilot reported the failure of the Garmin GNS480 WAAS GPS antenna caused the failure of the other GPS antennas in his aircraft. The issue was corrected when the pilot turned off the Garmin unit.
Date: 201310
Local time of day: 0001-0600
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Our PDC route matched the route uplinked to the FMC; and was verified by both pilots before pushback. Once enroute I took out the HI Altitude enroute chart; and was looking over the airways on our flight plan [but] was unable to find some of the airways that we were filed for. After COATE Intersection we were cleared via Q436 RAAKK Q438 FNT BAE etc. to SFO. The Q airways after COATE were unfamiliar to me; so I wanted to look them up on our charts to see the route.We were unable to locate any part of our route after REBBL Intersection until FNT (the Q airways) on any HI US or Canada charts. We even tried low altitude charts with no luck. Uncomfortable with continuing past REBBL without a published copy of the airways till FNT we asked CLE ATC for route confirmation after REBBL. CLE at that point simply cleared us direct OAL for the arrival to SFO.Problem solved; sort of! To the best of my knowledge the ship set charts were current when we left; but they may not have been; because airways that we were cleared on were nowhere to be found. The charts we were using were revised two months prior to our flight. We were never off course; and no navigation error occurred; yet there was confusion with our charts' accuracy.




Synopsis: A B737 flight crew was puzzled when the Q airways on their filed/cleared route were not on their enroute charts.
Date: 201605
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When we reached top of climb I started recording our fuel and doing the RVSM check. The First Officer (FO) opened up the status page on his Multi-Function Display (MFD) and as I glanced up I noticed that the System 2 Emergency Accumulator was low and had him bring the page back. When he brought the page back up the pressure was at 2300PSI. I opened the Hydraulic Synoptic page on my MFD and observed the quantities and pressures of all the systems. Hydraulic System 2 was at 70% quantity and 3000PSI. We monitored the situation [and] noticed every 15-20 minutes the System 2 Emergency Accumulator would drop by about 50PSI; right about that same time we would get about a 2% drop in Hydraulic System 2 quantity. I called Dispatch and spoke to Maintenance and they said to monitor it and write it up on the ground. With the integrity of the system in question; and not knowing how the situation would progress; especially once the system was loaded with flight control movements; brakes; spoilers; and reversers; I informed the Dispatcher as a precaution. The FO and I reviewed the complete loss of Hydraulic System 2 QRH and prepared for that just in case. By the time we were configured on final Hydraulic System 2 quantity had dropped to 56% and the Emergency Accumulator for system 2 had fallen to 1950PSI. We landed without incident and taxied to the gate under our own power.




Synopsis: EMB-175 Captain reported noticing that hydraulic system #2 was losing quantity. Flight continued to destination and landed with quantity at 56%.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I saw my flight was showing a diversion. I called the [Chief Dispatcher] to see why I was not notified of such an event. At that time I was told a window fell off. Flight was already back on the ground. Upon the flight arriving at the gate Captain explained the situation.On takeoff roll the Captain's window slid open. The captain transferred control to first officer who continued the takeoff roll; Captain tried to close the window but window came off tracks and landed in the Captains lap. The flight advised tower of the issue; remained in the pattern; and returned to land.


Second narrative: During takeoff roll; the Captain's window came open. Captain transferred aircraft control to First Officer and continued takeoff. Captain was unable to close the window because the window was completely off the track. Captain secured window off to the side of Captain's seat. First Officer leveled off at 8000 ft. Communicated with ATC to return for landing. Entered data to receive landing data. No overweight landing. Notified Flight Attendants of situation and the need to return due to inability to pressurize aircraft. Landed and taxied to the gate uneventfully. Notified Dispatch and Chief Pilot on Call. Updated passengers upon arrival at gate.


Synopsis: B737 flight crew and Dispatcher reported the Captain's sliding window had come open during the takeoff roll; then came completely off the track. The flight returned to the departure airport.