elihoole/asrs-aviation-reports huggingface dataset:
Date: 201403
Local time of day: 0601-1200
Location: LAL.Airport, FL
Aircraft: UAV - Unpiloted Aerial Vehicle
Operator: Personal
Mission: Personal
Airspace: Class D LAL
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Sea
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I flew my Radio Controlled (RC) helicopter (Quad-Rotor) at LAL to shoot some video of the new porch we built as volunteers. The highest altitude was 15 feet AGL. The highest speed was about 5 MPH. The RC aircraft was never in a flight path or near another aircraft; taxiway; or runway and it was never more than 15 feet from my person. This was just for fun; not for profit. To the best of my knowledge at the time this was legal as per Advisory Circular. FAA AC 91-57.




Synopsis: Radio controlled model helicopter pilot flies his craft at LAL believing at the time he was in compliance with AC 91-57.
Date: 201308
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAS
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching the end of Taxiway Charlie; we were given a 'Runway 25R line up and wait' clearance. We were just starting the turn onto Taxiway Bravo where I checked final and verbalized it as being clear. I did notice a Company aircraft on close-in final for 25L. I had just started to pass over the hold short line when I checked final again out of habit. This is when I noticed the Company aircraft was in a low level turn to our assigned runway. I exclaimed over Tower frequency; 'There's something wrong. This aircraft is on my runway.' We were given hold short instructions. Although we had passed the hold short line; Tower still allowed the aircraft to land. Disaster averted!




Synopsis: Air Carrier issued a 'line up and wait' for Runway 25R at LAS noted traffic on final lining up for the same runway and advised ATC; although across the hold line; ATC allowed the arrival to land.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: EMB ERJ 135 ER/LR
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: Air Data Computer
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: While in instrument conditions at FL370; I noticed my airspeed slowly bleeding off. As I mentioned this to the First Officer; we received IAS on my Primary Flight Display. When 'SPS speeds advanced' was annunciated; along with ALT on my Primary Flight Display; I manually disengaged the autopilot and asked the First Officer to request an immediate descent to vacate RVSM and find a warmer temperature; since I assumed that the pitot-static line for the Air Data Computer had frozen. Due to center frequency congestion; we were unable to make our request known before losing approximately 400 feet. Once communication was established; however; there was no issue or further delay in accommodating our descent. During the initial descent phase; the First Officer's Air Data Computer information was referenced and; when deemed correct; we utilized cross-side data via my reversionary panel; referencing the AOM procedure. Once a warmer altitude was reached (within just a few thousand feet - approximately FL340); the system returned to normal operation and the flight continued normally. Since the aircraft so quickly returned to a normal configuration; no emergency was declared. Freezing water (approximately 1 teaspoon) was discovered in the pitot static line during the subsequent maintenance inspection.




Synopsis: The pilots of an Embraer 135 identified an airspeed anomaly followed by crew alerting messages; they suspected a frozen pitot-static line to the Air Data Computer. After descending a few thousand feet the system returned to normal. Later; Maintenance personnel confirmed that frozen water was found in the pitot-static line.
Date: 201505
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Taxi
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Ambiguous

Narrative: While on our descent into Richmond; VA (RIC); We were issued 'descend Via' the SPIDR1 arrival. We set up the arrival into the FMS and armed the VNAV function of the autopilot. ATC then issued SEVERAL series of 'descend and maintain' clearences; voiding the 'descend via' clearances. This initiated several sequences of arming/re-arming the VS and/or VNAV functions of autopilot. Upon the last 'descend via' clearance; it appeared to me that the autopilot was not going to capture the VPATH. I then hit direct 8;000 feet + execute on the FMS. This then eliminated all remaining waypoints on arrival. We then went into heading mode until we went back and programmed remaining waypoints. This also made us about 1;000 feet high on a crossing restriction; thus the reason for this report. Contributing factors were the pilot flying's (first officer) lack of experience on the aircraft and with RNAV 'descend Via' arrivals and the VNAV function of the autopilot; However; another contributing factor was ATC kept changing the clearance from descend via to descend and maintain which added to the complexity. Had there remained the original descend via clearance; this would not have resulted in the confusion. Corrective action: flight crew must have better coordination. Asking the lead pilot if input is correct before just hitting buttons on FMS. As a pilot I need continued experience in the aircraft and RNAV SIDS/STARS. Also remaining vigilant that the airplane is doing what we want. Personally; I feel like the RNAV arrivals add complexity to an already critical phase of flight and are a violation waiting to happen for flight crews across the country. Human Factors: Affecting quality of performance was constant change of clearance by ATC which we need to adapt to. Remain sharp as a pilot and be prepared for the various differences in ATC centers across US.




Synopsis: CE-560XL First Officer reported difficulty dealing with a descend via clearance; in part because of crew errors; but also in part because of multiple ATC clearance changes.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Nozzle
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Inspection Authority; Maintenance Powerplant
Human factors: Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Staffing; Procedure; Incorrect / Not Installed / Unavailable Part; Human Factors; Company Policy; Chart Or Publication
Primary problem: Company Policy

Narrative: While replacing fuel nozzles for scheduled change the possibility exists I did not install two nuts on a fuel nozzle on # 1 Engine. The aircraft flew for approximately 38-hours and developed a slight seepage of fuel from the nozzle. Maintenance action was to install two each nuts. Company's inspection program is being changed to make this a required Buy-Back Item.




Synopsis: An Inspection Authority (IA) rated Mechanic reports he may not have installed two locking nuts on a Cessna 208 fuel nozzle. Time constraints; distractions and workload saturation were noted as factors.
Date: 201206
Local time of day: 0001-0600
Location: CHA.Airport, TN
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On taxi out we received an APU OIL TEMP CAUTION MSG and APU fault with auto shut down. Ran QRH but did not contact Maintenance because it was and still is my strong opinion that because we did not actually need the APU at that point; they would just tell us to continue. In flight we received an IDG 1 caution on EICAS and ran QRH. QRH said to start APU if available so we decided to give it a shot so we were not single GEN. APU started fine and worked normally for a few minutes; but about 15 miles out of destination we received the APU OIL TEMP CAUTION again. QRH said if the APU was needed to leave it running and monitor the indication which we did. On landing the APU auto shut down as advertised after 60 seconds. No further issues occurred. When we were at the gate the FO told me that he wasn't sure about leaving without talking to Maintenance or Dispatch or someone. I told him that it probably would have been a good idea to voice that concern before we left CHA instead of when there is nothing we can do about it at the end of the flight. I was exhausted after many days of work with only one day off and a terrible night's sleep. I called in fatigued when I arrived partially because of my decision not to call Maintenance. All in all I believe the flight went ok. I just would probably call Maintenance before we left. Also I suppose I should query the FO more about his feelings on continuing.




Synopsis: CRJ200 Captain experiences an APU OIL TEMP CAUTION message with auto shut down during taxi out and elects to continue. Enroute an IDG caution message is displayed on EICAS and the APU is successfully restarted. The APU again automatically shuts down upon landing.
Date: 201401
Local time of day: 1201-1800
Location: FLL.Airport, FL
Aircraft: Chancellor 414A / C414
Flight plan: IFR
Flight phase: Climb
Airspace: Class E MIA
ATC / advisory: TRACON MIA
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: A C172 was performing aerial surveys on an east/west line starting 5 west of FLL to 25 west of FLL. FLL was west and the aircraft's turn around point was in the direct path of departures. The previous Controller had coordinated with FLL Tower to stop departures at 2;000 FT. He had also coordinated fan heading to allow the Tower to move some departures that had backed up due to an immediately prior arrival push. In a normal situation FLL would launch jet departures on a 275 heading and props on a 320 heading. I apparently misunderstood the briefing or just assumed I heard something different. A C414 came off on a 275 heading. Being a prop I thought the heading was going to be 320 and I climbed him to 5;000. The C172 was eastbound toward FLL 5 miles west of the airport. I immediately noticed that the aircraft was not northwest bound but westbound heading for the C172. There were a few miles between them and the C172 was in a left (northbound) turn. I called the traffic to the C414. He replied that he saw him and that it was too close. He also asked if I was talking to the aircraft. I replied that I was but that I had assumed the operation and did not approve of it. I could not turn the C414 to the northwest due to jet traffic that departed on a fan heading and was at the same altitude. The C172 responded that he had the C414 in sight and would maintain visual. I don't believe management should be approving aerial surveys so close to the airport at a proximity and altitude that puts almost every departure in conflict. I also should have immediately stopped the C414 at 2;000; but didn't because he was climbing through 2;300 and I thought that the C172 would execute his turn faster.




Synopsis: MIA Controller voiced concern regarding the management approval of aerial surveys near conflicting departure traffic.
Date: 201411
Local time of day: 1201-1800
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B LAS
ATC / advisory: TRACON L30; Tower LAS
Aircraft component: Pressurization Control System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: Other Upon landing touchdown
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The event occurred on touchdown when the cabin depressurized and climbed rapidly.Inbound on the arrival; I briefed a visual to Runway 25L. As I started the arrival; ATC asked us to descend via. Then; the next controller changed/modified several speed and crossing restrictions. In addition; we received a last minute runway change. We were very busy during the arrival portion of the flight.I was focused on complying with and meeting the altitudes and speeds on the arrival. As a result; I was hyper-focused on meeting the crossing restrictions. Even though we ran the checklist; we missed the setting for the field elevation. In the future; regardless of how busy we are on an arrival; I need to remember to take a moment to back the other pilot up.




Synopsis: Distracted by ATC modifications to the constraints of a complex arrival and a late runway change the flight crew of a CRJ-700 failed to program and confirm the appropriate cabin altitude for the landing airport elevation and the cabin climbed rapidly to ambient upon touchdown.
Date: 201402
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Reporter organization: Air Carrier
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other After departure
Result: General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors; Aircraft
Primary problem: Equipment / Tooling

Narrative: Reference B757 Aircraft Maintenance Manual (AMM) 12-15-08-301 Oxygen Bottle removal and installation.  AMM specifies use of SPL-8240 Wrench--Spanner (XXX-41 or alternate XXX-8).  These tools both cross to our air carrier's Stock Number YYY-24.   ZZZ does not stock this Spanner wrench and AMM does not provide relief to use standard tooling as necessary if spanner unavailable.  After aircraft departed; I was reviewing the AMM and noticed the required tool; which is not stocked in ZZZ.  Recommend changing AMM to afford ability to use standard tooling and/or stock the wrench in ZZZ.




Synopsis: A Line Aircraft Maintenance Technician (AMT) recommends his air carrier change their Aircraft Maintenance Manual (AMT) to provide relief for technicians to use standard tooling instead of required Spanner Wrench SPL-8240; to remove and install Crew Oxygen (O2) bottles on their B757 aircraft. Spanner wrench was not stocked at their Station.
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Human Factors

Narrative: During the safety demonstration (it had just begun) the deadheading pilot in X1; got up from their seat; push me aside; physically; to go to the forward lav. His face was red and eyes watering. Proceeded to cough profusely in the lav. I called the Captain at this time. I told him what was happening. The Captain told me as long as he is wearing a mask that he; the Captain; will not do anything. The pilot in the lav remained there throughout the whole safety demonstration. I never stopped the demonstration. But I am supposed to if everyone isn't in their seats. I should follow what I know is right and stop the safety demonstration. Even if it is a deadheading pilot and not worry about any repercussions from the Captain even though he didn't act in a manner that was supportive of my and everyone's safety.




Synopsis: Flight Attendant reported a deadheading pilot pushed his way past her while doing the safety demonstration to use the lavatory and coughed profusely.
Date: 202112
Location: ZZZ.Airport, US
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Final Approach
ATC / advisory: Tower ZZZ
Aircraft component: Communication Systems
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Operated 737-MAX; ZZZ-ZZZ1. CA (Captain) wearing noise canceling headset. FO (First Officer) wearing clarity aloft noise cancelling headset.Approaching Runway XXR RAAS announced (very loudly) 'approaching Runway XXR'. At the exact same time tower told us to 'line up and wait'. Both pilots could not hear the ATC instruction and ATC had to repeat. This exact same thing happened again with the takeoff clearance. As we lined up on Runway XXR RAAS announced 'on Runway XXR' at the exact same time Tower said 'clear for takeoff'. I could hear that Tower was transmitting but it was impossible to hear what was actually being said.Picture trying to have a private conversation with someone and another person jumps in and starts yelling directly in your ear.




Synopsis: B737 MAX Captain reported RAAS annunciations are extremely loud resulting in blocked or interrupted communications.
Date: 201601
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Aircraft component: Tablet
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The recent update to [the iPad] has removed the ability of the pilot to rapidly access the flight manual.  By removing the 'four horizontal lines' prompt' in the upper right of the iPad screen it is no longer possible to access a 'table of contents' for the flight manual.  This means that the pilot must manually sort through the 2;230 pages of the flight manual in order to find the desired material.  This renders the iPad useless as an electronic fight bag.




Synopsis: A B737 Captain reported his iPad has become 'useless' since a recent update.