elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
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
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Passenger walking back as FA B and [I] saw her not wearing her mask and asked her to put it on. While FA A was walking back to the front she saw she was not wearing her mask and asked her to put her mask on to which she said she would not. I called the Captain and explained how I asked once and FA A asked a second time and there was a refusal. He said he would call ops and we would return to the gate.After the gate agent came on I was told by FA A that the passenger was basically saying she was going to eat and drink the whole duration of the flight which is still not complying. FA A said that still made her uncomfortable and I agree because she is going against compliance and stating that she is going to go around the rules. Also; apparently she is saying that she was never told to put on a mask but she was told two times once by both of us. The second time when I asked if she was not going to put it on she was already showing an increased attitude.A Supervisor [came] on board to escort her off the plane. From what I learned in the back we [deplaned] the entire plane because she refused to get off the plane.




Synopsis: Flight Attendant reported a passenger was removed from flight due to not complying with face mask policy.
Date: 201506
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Weather Radar
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors; Manuals; Procedure
Primary problem: Human Factors

Narrative: Found weather radar 'On' and running in the hangar. Per reference [Aircraft Maintenance Manual (AMM)] 34-43-00-040 Procedure it states; do not move the thrust lever. The movement of the thrust lever can cause automatic operation of the Predictive Windshear System. This can cause injury to persons and damage to equipment in the area of the nose radome.We need documentation to protect workers from this health hazard. Pulling Radar [Circuit Breaker C/B] should be required before maintenance is performed. Most are not aware of this hazard.




Synopsis: An Aircraft Maintenance Technician (AMT) reports finding a B737 weather radar unit 'On' and running in the hangar during aircraft maintenance. Technician noted the need for documentation to protect workers from the health hazards of radar operations should also include pulling the Radar Circuit Breaker (C/B) before maintenance is performed.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight to ZZZ when leveling off at FL260 we received PTRIM BACKUP FAIL and MAIN PTRIM FAIL on the EICAS. FO (First Officer) was flying while the CA (Captain) was the pilot monitoring. After identifying the issue it was apparent we did indeed lose the pitch trim; and the checklists in the QRH were then completed. We [advised] ATC and notified dispatch that we would be diverting because of the issue. After looking at weather and discussing with dispatch ZZZ1 was selected as the diversion airport. The flight attendant was then briefed on the situation.When we received the warning messages the aircraft was in full control by the crew. The trim was stuck at a 2 and could not be moved. It was then decided that because of the unknown nature of control in a landing configuration that we would burn fuel. The Captain took control of the aircraft during holding to feel the flight characteristics in preparation for landing. Once the desired fuel was met we started our approach and landed. CFR was standing by per our request. We landed and taxied to the gate with no further incident.Cause: Failure of the Pitch Trim system.




Synopsis: EMB-140 Captain reported a pitch trim system failure inflight; which resulted in a diversion.
Date: 201405
Local time of day: 0601-1200
Location: EGLL.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON EGLL; Tower EGLL
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Confusion; Distraction; Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing 27R EGLL weather VFR on vector of 295 to intercept course LOC came alive tuned to IRR at intercept capture the course changed to 360 and autopilot steered 360. I disengaged the autopilot and turned back to course. At that time ATC advised use to turn left to 245 to re-intercept 27R. I re-armed the ILS and it did the same when the course captured but I was hand flying this time. I asked ATC if the ILS was malfunctioning and was told it was normal. Landed without incident. On taxi in we got a FMC message RW ILS ERROR the ILS was tuned to IRR which is the correct IDENT for 27R but the course said 360 which should have been 271. We wrote it up and advised Maintenance personnel at the gate.


Second narrative: [Report narrative contained no additional information]


Synopsis: In VMC conditions; a B777 Captain on approach to LHR Runway 27R disengaged the autopilot after the LOC activated then attempted a turned to a 360 heading instead of 271 to track the localizer. With autopilot OFF and while hand flying; the same anomaly occurred. After landing a FMC message RW ILS ERROR was displayed.
Date: 201601
Local time of day: 1201-1800
Location: SFB.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower SFB
Reporter organization: Government
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: While landing at Orlando Sanford (SFB) VFR; an unfamiliar airport; I was instructed by the Tower to enter a right downwind for Runway 27R. As I was in the downwind; someone reported that they thought they had lost a tire on 27R.  The Tower then instructed me to continue my downwind; which I did; and said to expect Runway 27 'center'. I was then cleared to land '27 center'.  I checked my VFR diagram and it did show a center runway that was displaced somewhat; so I aimed for what I thought was the runway. I did have my landing light on at the time. It turned out that I actually landed on the taxi way that is almost as wide as a runway. 27 center was further down.  I was told to stop immediately after landing and given a phone number to call; which I did after taxiing to the tie-down spot. It was then I was informed I had mistakenly landed on a taxi way.  As I was landing I suspected something did not look right; but I could see flashing lights on my right belonging to vehicles looking for a tire and did not want to further complicated matters.I've learned that next time; if anything doesn't look or feel right; I will immediately question; if there is enough time; or just do a missed approach and get everything squared away.I cannot tell you how embarrassed I am that this happened; and swear it will never happen again.




Synopsis: Single engine aircraft pilot reported landing on a taxiway at SFB when he mistook it for Runway 27C.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Failed to add an alternate on the flight when required by FOM.All of my other flights inbound to ZZZ1 had ZZZ2 listed as an alternate.  It was simply a missed step on this one.  This was one of the earlier departures on my desk and I was still dealing with a full outbound as well as a complicated swap between Aircraft X/Aircraft Y.  While OJT was not being conducted at my desk; the Recovery Specialist was conducting OJT in the other chair.  Overall and simply put; additional focus by myself or the Captain would have solved this issue.  There is also an issue of our airline running behind schedule due to COVID-19 and those flights that would normally be airborne are now departing causing additional distraction.  I would suggest that management take at least a temporary look at better matching our flights with the scheduled workload.




Synopsis: Dispatcher reported not adding an alternate to a flight.
Date: 202108
Local time of day: 1801-2400
Location: SAT.Airport, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SAT
ATC / advisory: TRACON SAT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While being vectored on a base leg to final; approach requests us to call the field in sight. It was a night approach with good weather and we had the field at 10 miles but I initially declined to call the field because of our angle and unfamiliarity with the area. After the second (or third?) request from ATC we accepted the visual at around 6 mile dog leg. They had directed us to keep speed up so now I was gauging the energy state while working toward a straight in final. As we descended I scanned the radar altimeter and noticed it fluctuating between 1;300-900 feet. We were configured at flaps 25 and I verbalized this to my FO (First Officer) as I temporarily leveled our descent and checked our distance from the runway. DME was NOTAMed out of service so I put [the] runway on fix page during brief and it showed around 4-5 miles. Bar altimeter was 2;300 with 800 ft elevation so we determined that hilly terrain was causing the spike. By this time radar altimeter normalized above 1000 ft and we had selected flaps 30 so we continued approach to landing.Approach brief covered obstacles but I did not take into account hilly terrain in the area. Also; our desire to facilitate ATC requests to keep speed up and accept visual approach.At unfamiliar airports during night operations it is advisable to let ATC vector to the initial or final approach fix.




Synopsis: Air carrier Captain reported noting radar altimeter readings as low as 900 feet AGL on a night visual approach to SAT.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing we taxied to [assigned] spot awaiting for the assigned gate. Once the outbound plane was clear we taxied up to and held short of the safety diamond awaiting ground personnel. Upon arrival the lead marshaler haphazardly attempted to marshal us in; during which time she attempted to indicate that she desired the aircraft to enter a left turn. However; her arms were not positioned in a uniform fashion; or remotely close to what one would expect to have from proper signaling technique. So much so that the wand in her right hand was completely pointed behind her perpendicular to the ground. The wand was not visible to this flight crew from the flight deck; at this point; I discontinued the taxi; and informed the ramp tower that I would be unable to move until I received the proper signals; and were able to see the wand.Once the ground agent returned her wand to a visible location I continued the taxi. However; it was at this point that the ground agent allowed her unprofessionalism to put the aircraft and its crew and passengers well-being in jeopardy. Almost immediately after I began taxiing; it was an apparent frustration with me stopping; and refusing to follow her unapproved marshaling style she very rapidly; abruptly and with no just cause signal an immediate stop by throwing an 'X.' The ground agent did this without just cause. There were no immediate threats within the safety diamond; behind; in front of; or adjacent to the aircraft. Clearly; in the interest of safety; I immediately and without hesitation complied with the stop signal. Eventually; she indicated the proper technique for the aircraft to continue. Upon stopping; I requested to speak to a ramp manager; I waited for nearly 45 minutes and no manager showed up.It is my belief that the haphazard approach that is given to the ground operations is a severe risk to the liability of our company; but more importantly; to the safety of our passengers; crewmembers and other personnel.




Synopsis: CRJ-900 Captain reported a ramp agent not following SOP during marshaling.
Date: 201307
Location: CDC.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E ZLC
ATC / advisory: Center ZLC
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending on the transition from MLF to VELDE intersection on the ILS RWY 20 in CDC; ATC advised us of the current CDC altimeter and stated he showed us 400 feet low.  The First Officer and I both looked at the FMS which was loaded with the ILS RWY 20 via the MLF transition which indicated 9100 for VELDE.  Checking the chart for the ILS we noticed the altitude at VELDE was 9500.  We climbed to 9500 and completed the rest of transition; landing on RWY 20 in CDC.  The FMS database had the wrong altitude for the transition is a contributing factor.  Check the FMS altitudes against the charted altitudes.




Synopsis: Air Carrier Captain is informed he is 400 feet low crossing VELDE on the ILS RWY 20 approach to CDC.  The Chart showed VELDE at 9500 and the FMC showed VELDE at 9100 feet. [See RNAV Rwy 20].
Date: 201908
Location: SAN.Airport, CA
Flight conditions: IMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SAN
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Airspace Structure; Human Factors; Procedure; Weather; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: Weather was 1500 overcast in SAN. Was conducting LOC (Localizer) 27 with VNAV (Vertical Navigation). ATC (Air Traffic Control) vectored us tight at 4;000 ft. Maintain 4;000 until LOC cleared approach. Was slowed by ATC to 170 knots. Upon Localizer capture configured gear down flaps 30 power idle since 800 ft above path. Briefed FO (First Officer) at 1;000 AGL (Above Ground Level) if not on path will power up to maintain 1200 ft per minute descent and if not on path by 500 feet or visual to land in touchdown will go around. At 500 feet just barely on path and added power to stabilize on path. IOW (In Other Words) ATC put us in a box where we just barely made stable criteria at NIGHT! I was fully prepared and actually thought we were being forced into a go around; but just barely met stable criteria. Then tower was trying to rush us to exit runway. Over all a much less then ideal night.




Synopsis: B737 Captain reported flying unstabilized approach to meet ATC constraints.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
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: Climb
Airspace: Class B ZZZ
Aircraft component: Horizontal Stabilizer Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Operational check flight after maintenance repairs for previous pitch trim runaway. Prior to the flight the First Officer and I conferred with Maintenance about the Maintenance performed on the aircraft and the findings they had found after the previous pitch trim runaway. We also had been briefed by management and I was given the opportunity to refuse the re-assignment. Prior to the flight the First Officer and I discussed call outs and actions should we receive another pitch trim runaway. We also verified all trim switches were working as per our flows; but put more emphasis on double checking them. All trim switches functioned properly on the ground. Normal taxi out and Takeoff. Shortly after the 400 ft. HDG call I made a nose up pitch trim adjustment while hand flying to alleviate some control force to maintain the pitch on the Flight Director. Momentarily after this pitch trim actuation on my yoke (Captain). I noticed increasing nose up tendencies and an increasing need for more forward pressure on the control column; at this point I stated we had a pitch trim runaway and performed memory items while also noticing the pitch trim increasing on EICAS; until autopilot cutout button was pressed and held. First Officer notified ATC and we made sure we had control of the aircraft and called for pitch trim runaway QRC. We ran QRC and appropriate QRH and [advised ATC]. We were able to regain pitch trim control through system 2. First Officer continued to fly and land after the initial transfer of controls once pitch trim authority was established on his side.




Synopsis: E175 Captain reported a runaway pitch trim event resulted in a return to the departure airport.