elihoole/asrs-aviation-reports huggingface dataset:
Date: 201901
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The Captain's attitude towards following the SOPs made the Pilot Monitoring job very difficult. While flying the RNAV Arrival approaching the ZZZZZ intersection a little fast; 270 knots. I told the Captain 'you are a little fast'. He said nothing. I repeated my statement 'you are a little fast about 275 knots'; he responded with 'I have a waiver' and proceeded to continue ignoring the Pilot Monitoring input. Next we were asked to 'maintain our current speed; descend to 10000 feet and fly a heading 250.' The MCP speed window was open and displayed 250 knots with the autothrottles ON. The Captain was manually overriding the autothrottles to fly at a higher speed 270 knots. The Pilot Flying should have set the MCP speed window to 270 and the aircraft would have flown 270 in VNAV. I realized the Captain doesn't have a great understanding of the multiple LNAV/VNAV modes. We were cleared for a Visual Approach to XXL. The Captain in my opinion was high and fast for the approach. The Captain was trying to use some combination of LNAV/VNAV/ ILS XXL for his approach planning. I said 'it looks like you are very high and fast to complete this approach'. We were issued the clearance to contact Tower and subsequently cleared to land. We were configuring the aircraft to gear down flaps 15. I stated 'this is not going to work GO AROUND' and told Tower we needed to go around. Tower issued our go-around clearance and vectors for another approach XXL. The Captain did not execute the go-around efficiently. On the second approach the Captain again reluctantly configured the aircraft and his actions put the Pilot Monitoring into the Yellow. As the Pilot Monitoring; I was getting task saturated; monitoring the Captain's progress; asked Approach for a frequency change to Tower; and running the Before Landing Checklist. I made a mistake on setting the Tower frequency [incorrectly] and had to ask again for the Tower frequency. I contacted Tower approximately 800 feet AGL and received clearance to land on XXL.




Synopsis: B737 First Officer reported communication breakdown between flight crew members on approach to landing.
Date: 201211
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Observer
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Last minute FAA Observer put in cockpit jump seat instead of cabin due to full cabin of revenue passengers. FAA Observer had observed; evaluated; and briefed cabin crew expecting to ride in back. After reviewing the jump seat briefing card; during a routine jump seat briefing the FAA person requested a verbal briefing from the Captain. Captain complied and briefed egress; sterile cockpit; safety duties; O2 mask and other minor items. FAA advised Captain also needed to brief 'no smoking and use of seat belts.' This was done. The FAA Observer then stated the two items mentioned are a FAR requirement and that even though she was briefed in the cabin she needed to hear the Captain brief her on these two items; and asked if the resolved all issues. FAA Observer said that it did. Captain commented that smoking has been banned for 25 years and use of seat belts is common knowledge. Remainder of [the] flight [was] uneventful. However; the tone set in the initial introduction made both the Captain and First Officer uncomfortable and added a confrontational environment for the remainder of the flight. Late seat change adding FAA Observer to cockpit reduced normal time to meet & greet Observer; resulting in abbreviated J/s brief.




Synopsis: B737-800 Captain reports giving an FAA jump seat rider the briefing card then being requested to give a verbal briefing. After the verbal briefing the Captain is advised that he omitted the subjects of no smoking and seat belt usage and that these items are FAR requirements.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level cruise at FL390; brief engine rumble felt and then fine.  A few minutes later; sudden onset of vibration and rollback of N1 on engine #1.  I had to go to idle on engine #1 to reduced the vibration.  We notified ATC: 'ZZZ Center; we have had an engine failure; descending to FL220 and we will get back to you with the numbers'.  At our weight and with one engine at idle; I was unable to maintain altitude; so I had to start a slow descent to our max single-engine altitude which was FL220.  The Center Controller seemed a little bit slow to recognize our situation. I neglected to squawk XXXX; which may have helped the Controller recognize what we were saying.  We repeated the call in a second transmission and then a third after he advised us to maintain altitude with opposite direction traffic at 12 o'clock.  I could see the traffic visually and it was another transport aircraft offset slightly to the south of our track.  When the Controller did recognize our situation; he advised the approaching traffic below us to turn to the south; but the traffic was already behind us and no factor at the time. The engine continued to vibrate and following the guidance of the QRH; we shut down the engine and landed at the nearest suitable airport; which was ZZZ.  It was a clear day and a single engine visual approach was completed to a landing.  The ARFF (airport rescue firefighter) crews inspected the aircraft after we stopped on an adjacent runway and advised that there was oil draining onto the pavement.  After cleared to proceed and after shutdown; we confirmed that the engine had suffered some type of internal damage and was draining oil onto the ramp.




Synopsis: B737-800 Captain reported an engine failure during cruise.
Date: 201908
Local time of day: 1201-1800
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
ATC / advisory: CTAF ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While completing a training flight with a student over the Hudson River; about a mile south of the Verrazano Bridge; we nearly collided with the pilot(s) of a Cessna 172 who were not communicating on the CTAF. A third party yelled at us on the CTAF to advise us that a Cessna was straight ahead at the same altitude; opposite direction. Seconds later I saw the aircraft and took control from my student; executing an evasive right turn. I'm estimating that we were just over 400 ft. laterally from the other aircraft; at the same altitude.




Synopsis: SR22 Instructor Pilot reported an NMAC with another aircraft not on CTAF.
Date: 201504
Local time of day: 1801-2400
Location: BOI.TRACON, ID
Flight conditions: IMC
Light: Night
Aircraft: Medium Large Transport
Operator: Fractional
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class E ZLC
ATC / advisory: TRACON BOI
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: BZN ATCT called for release on Aircraft X and the aircraft was issued a release via the BOBKT2 departure; which was printed on the flight strip. Aircraft departed; was radar identified and appeared to be slightly off course. I asked the pilot if they were on the BOBKT2 departure and the answer was affirmative. Within 2 sweeps of the radar I could tell that the pilot was diverging from the BOBKT2 departure and I issued a low altitude to climb immediately through 10;500 Feet. The aircraft was at 8;300 Feet in an MVA of 10;300 Feet. The aircraft joined the departure East of the BZN airport. Flight conditions at the BZN airport were IFR and earlier PIREPs indicated IMC conditions at or below 12;000 Feet.




Synopsis: BOI TRACON Controller reports of an aircraft that is slightly off course and is below the MVA. Controller climbs aircraft and attempts to get aircraft on the correct course.
Date: 201708
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Chart Or Publication; Airspace Structure
Primary problem: Airspace Structure

Narrative: Aircraft X was on a vector for visual approach [to SNA] level at 5000 feet. They were above much of the VFR traffic. I was busy issuing instructions to other aircraft when Aircraft X reported getting within 200 feet of an untagged VFR traffic. At the same time the conflict alert turned on. Recommend class Bravo airspace for LGB airport so VFR traffic cannot conflict with IFR in this vicinity. Also with more people working; extra set of eyes can prevent unsafe situations.




Synopsis: SCT TRACON Controller reported an aircraft had an NMAC with an unidentified VFR aircraft in the vicinity of LGB.
Date: 202012
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
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: Flight Attendant (On Duty)
Human factors: Communication Breakdown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: I went into the cockpit for a bathroom break at XA:30pm.   Neither pilot was wearing a mask.   I asked; 'please put on a mask;' and pointed to mine as I entered and saw they weren't wearing masks.   The First Officer reached for his mask and put it on as I paused upon entering and pointed to my mask.   I again asked the Captain to put his mask on; once again pointing to my mask with both hands this time.   The Captain just turned and looked forward out the window in front of him.  He would not verbally reply nor put on a mask.   He refused to follow company policy.   We did not speak the entire time I was up there for their break - he looked out the window; I stood silently by the door.     I had to stand there in the cockpit and potentially be exposed to COVID-19 and the serious consequences that could ensue.   It is my understanding that COVID policies apply to everyone!    When the First Officer swapped out; I said something to him about the captain refusing to comply with policies and procedures and being disrespectful.   The First Officer chose not to comment on the Captain's inconsiderate and dangerous behavior; although the First Officer was wearing a mask at that time and he kept it on while I was in the cockpit.I chose not to go up again; so a colleague said he'd help with the meals in 20 minutes.   At the time the colleague handed the meals up; the person taking them from him didn't have a mask on.   The Captain did not wear a mask when others went into the cockpit to help.  Several crew members chose not to go up there at all; several were offended and uncomfortable but chose not to say anything; and one said they didn't care that much.  Fortunately; we only flew one leg with the Captain.The Captain's behavior was inappropriate; disrespectful; non-compliant with company policy; and potentially quite dangerous.  His behavior was unsafe and unacceptable on all fronts.




Synopsis: Flight Attendant reported that the Captain did not wear a face mask while flight attendants were in the cockpit and was non-compliant with face mask policy.
Date: 202012
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: No COVID policies being enforced. More than 5 people in new small breakroom. No mask.




Synopsis: Ground employee reported that COVID-19 policies are not being enforced in the breakroom.
Date: 202002
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Engine Indications
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: The plane landed the night before with an emergency due to loud banging and vibration. Upon communication with the inbound crew we felt the plane was not sufficiently repaired for passenger service. We refused the plane for passenger service but elected to do a pilots only ferry. In route the plane started making the same loud banging noises that were previously described and they reverberated throughout the aircraft. We elected to [Request Priority Handling] and upon slowing to 250 kts. indicated the banging stopped. We proceeded to an uneventful landing. I will add that ATC kept us quite high and we had to make a higher than normal rate of descent. The Aircraft was stable in VFR by 600 ft.Maintenance believed the aircraft was repaired but the description given by the inbound crew of the issues experienced did not coincide with the repair. Maintenance found a loose piece of rubber seal but the inbound crew was adamant that the problem was more serious in nature. I feel the Company should have conducted a test flight with qualified Test pilots before returning the aircraft to passenger service.




Synopsis: An Air Carrier pilot reported refusing an aircraft for passenger surface and while conducting a ferry flight previously reported banging sounds and vibration occurred.
Date: 201312
Local time of day: 1201-1800
Location: BWI.Airport, MD
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: AHRS/ND
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: The airplane had been stuck for two days with heavy rain awaiting the ice storm in [the south] to clear up. I started both engines for taxi knowing the aircraft had not flown trying to' warm it up.' A normal taxi until near the end of the runway when the First Officer noted his Navigation Display (ND) had failed compass indications. The First Officer pulled out the QRH and I went for the MEL. Before we could find the references the issue cleared up. Shortly thereafter we took off; passing about 5;000 FT the ND indicated compass failure. The First Officer went to the QRH. In the mean time I reached over and turned the EFIS switch to both on one or two with no success. I then thought I would turn the autopilot and autothrottles back on to help ease the work load; but it would not re-engage. Unsure of my problem and with lousy weather in front of me and a VFR airport below me I elected to return as opposed to trouble shooting our issue. I asked the First Officer to start preparations for landing. He noted we were at 143;000 LBS; 13;000 over our Operations Manual landing weight so we declared an emergency. Un-eventful landing and taxi back. Maintenance Control felt the problem was the two day sit with rain and told the mechanic to use hot air to dry out the electronics bay. Thirty minutes later the flags were gone and we soon taxied back out. While turning on to the runway the First Officers compass red 'off' re-appeared and we decided to return it to the gate. Maintenance is there for a reason. There are no missions.




Synopsis: MD82 Captain reports the First Officer's compass failure during taxi out on a ferry flight after the aircraft had sat for two days in the rain. Before any remedial action can be taken the problem cleared and the flight departed. Passing 5;000 FT the problem returns and EFIS switching has no effect; and the flight returns to the departure airport. Maintenance attempts to dry out the avionics with hot air with apparent success; but on taxi out the problem returns again.
Date: 201712
Local time of day: 0601-1200
Location: DAL.Airport, TX
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Parked
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Fatigue; Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: [We] took wrong aircraft in the dark at DAL. [We were] assigned Aircraft Y; [I] noted a different aircraft [parked] where Aircraft Y [was] left the night before.  [I] asked where Aircraft Y was; and ground crew pointed to an airplane on the dark west ramp. We [did our] preflight and loaded without noticing it was not Aircraft Y. We left inadvertently in Aircraft X; [and] therefore we had an invalid dispatch; since we were in [the] wrong tail number. We did not notice any other light transport aircraft in the dark ramp area. Approached aircraft from nose and did not notice wrong tail number. Suggestions: Better awareness on preflight. Even looked at oil with my flashlight and but did not see the wrong side number.




Synopsis: A Captain reported taking the wrong aircraft from the ramp on a dark morning; consequently; their dispatch release was invalid.