elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Location: MRY.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Fog; 3
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class C MRY
ATC / advisory: TRACON NCT
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: 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; Aircraft Automation Overrode Flight Crew; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Maintain directional control during climbout to 6;000 FT departing MRY. After initially activating flight plan with MRY 9 procedure included; G1000 failed to track after liftoff. I immediately tried to reactivate the flight plan but could not get the GPS to track our course. At this point we were entering IMC (bases 1;500 FT and tops 2;500 FT) so I continued climbout on heading 330 while the student flew and I tried to debug the G1000. At 2;500 FT I reported the tops and clear of clouds. I tried to inform the Controller of the situation with the G1000; however; I do not believe I was successful in clearly communicating what was happening. The Controller unable to understand my problem with G1000 became agitated at repeated calls to adjust heading. Although approach plates were available for the entire route including a return to MRY if required; inability to activate the procedure became a focus and distracted me from attention to student. Although able to maintain situational awareness; workload impaired my timely response to ATC. Traffic avoidance was maintained at all times. This all occurred while in VMC as we were above 2;500 FT. In retrospect when the equipment malfunction occurred I should have immediately gone to the autopilot for heading control which would have reduced my workload significantly and improved my level of responsiveness to ATC. At no time was there any traffic conflict; airspace violation or altitude violation.




Synopsis: C172 instructor pilot reports difficulties with his G1000 departing MRY on the MRY9 departure with a student at the controls; resulting in track deviations.
Date: 201809
Local time of day: 1201-1800
Location: DTW.Airport, MI
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B DTW
ATC / advisory: Tower DTW
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: Given takeoff clearance from 21R in DTW behind a 757 before the aircraft had finished rotating. I turned on continuous ignition in case of wake turbulence encounter. We got a small jolt of wake turbulence at 200-300 ft AGL. At less than 1000ft; we encountered significant wake turbulence requiring full deflection of roll controls at least 3 times. I saw the 757 had turned left and told the First Officer (FO) to ask for runway heading to get out of the turbulence. When the FO advised the Tower; the reply was 'there is no wake turbulence.' I informed the controller that we had been full deflection on the flight controls to counter the turbulence. He then gave us runway heading. The Tower no longer [provides] wake turbulence separation on 757s. Provide wake turbulence separation on 757s.




Synopsis: CRJ-900 Captain reported encountering wake turbulence departing DTW in trail of a B757.
Date: 201704
Location: ZZZ.Airport, US
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I did not witness passenger boarding as I was working in the aft of the cabin. The passenger was boarded with an aisle chair and apparently needed 3 assistants. He was traveling with his wife (?) Mrs. X.After takeoff I noticed Ms. X was feeding him. Later I was told by other crew members that she had changed his diaper on the passenger seat. He was unable to stand or even move himself to a sitting position from laying on the seat. She was unable to move him or help him in the bathroom.This seems an unsafe condition for him to be unable to use a bathroom for a 15 hour flight. It seems unsanitary to change a diaper in the passenger seat. It seems unsanitary and unfair to have other passengers have to share the area with the smells of human urine and feces for such a long flight.In hind sight I wish we had contacted [customer service] during boarding to determine if it was acceptable for him to travel. He needed one or two or more strong people traveling with him to be able to get him in the aisle chair and help him in the bathroom. That might not have worked either.The flight had been delayed and we were hurrying to leave and the passenger's level of disability was unclear to flight attendants. It is difficult to imagine anyone would try to travel in this condition with such insufficient support. Our manual seems unclear to me regarding passenger acceptance in situations like this. This is a difficult problem to resolve in the middle of boarding.




Synopsis: Boeing 787 Flight Attendant reported an adult passenger required a diaper change in his seat. The Flight Attendant questioned whether the passenger should have been boarded under this condition; citing sanitary reasons.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Dawn
Aircraft: EMB-505 / Phenom 300
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Aircraft Auto Temperature System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Extreme cold cockpit temperatures were experienced enroute from ZZZ to ZZZ1 airport with two crew and four passengers on board.The crew begin to notice cold cockpit temperatures 30 minutes after departure from ZZZ airport. The crew attempted to warm the cockpit temperature by increasing the controller knob. This had no effect on the actual cockpit temp; a further increase to the temp controller was made. This induced the duct 2 OVERTEMP CAS. The crew followed the checklist for the corresponding CAS massage and the CAS message extinguished. Yet the cockpit temperature continued to decrease. The crew begins to experience adverse effects from the cold temperatures inside the cockpit. Realizing the adverse effects the extreme cold temperatures were having; the crew [notified ATC] and requested an immediate emergency descent to a lower altitude and requested a divert to ZZZ2 airport.The descent; approach and landing at ZZZ2 was safe and uneventful. Heavily corroded TMVs (Temperature Modulating Valves) were found after maintenance was performed the following day.


Second narrative: [Report narrative contained no additional information.]


Synopsis: EMB-505 flight crew reported the loss of temperature control led to a diversion where maintenance found corroded Temperature Modulating Valves.