elihoole/asrs-aviation-reports huggingface dataset:
Date: 202012
Local time of day: 0601-1200
Location: DFW.Airport, TX
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DFW
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Landed Runway 35R and was instructed by DFW tower to taxi Q - Z hold short of Runway 35C. Approaching Runway 35C DFW Tower instructed us to cross 35C at Z landing traffic will land and hold short. As we began to proceed across Runway 35C; after crossing the hold short line; the Runway Entry Lights (REL's) illuminated red. Landing traffic was still airborne on approach to Runway 35C. Since we were already moving; I determined it would be safer to continue across the runway and exit rather than stop in the runway environment. Notified Tower Controller once clear of the Runway that the REL's illuminated as we crossed Runway 35C. The Controller apologized and stated that was not supposed to happen since they were in Land and Hold short (LAHSO) operations.Possible ground equipment failure or programming error.Not certain. Perhaps a question for DFW Tower.


Second narrative: Landed Runway 35R and was instructed by DFW Tower to 'taxi Q-Z; hold short of 35C.' Approaching 35C tower instructed us to cross 35C at Z; landing traffic will land and hold short. As we began to cross 35C; the runway entry lights illuminated red. Landing traffic was still airborne on approach and we were already across the hold short line; so we decided it was safest to continue and exit the runway. The Captain notified the Controller that the REL's had illuminated; and the controller apologized and said that shouldn't have happened.Possible equipment malfunction. I don't have any suggestions other than checking the operation of the equipment.


Synopsis: Air carrier flight crew reported the REL [Runway Entry Lights] activated as they started to taxi across Runway 35 center following ATC's instructions.
Date: 202009
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Aircraft component: Toilet Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: In compliance with the FAA directives for water sanitation due to time constraints we started to just replace the lav faucets with serviceable units from stock.  The manual requires a 24 hour soak in sanitizer and RON work this cannot be complied with so we sent them to the shop for this.  It was discovered that when in the shop this step was being left out because work was being done per MM and it lacks the sanitation step.  This was brought to quality control and shop management.  The answer was to send these out to a vendor who still follows the MM and they are still not getting the required sanitation step.




Synopsis: Maintenance Lead Inspector reported a step was being skipped during lavatory faucet sanitation procedures.
Date: 201412
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Confusion; Time Pressure; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Manuals; Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: We had just landed after a five and a half hour flight. It was dark outside and in the back galley; but the cabin lights were just switched to bright. By the time I put my gloves on and was heading to unarm the door on the catering side; it started to open. I yelled and grabbed the handle of the door to stop the proceedings. THE STRAP WAS STILL ACROSS THE WINDOW! I put the door back in place; disarmed it; and opened it to meet an unhappy catering guy greeting a scared flight attendant as I could have seen me pinned against the other door from the slide. I said to him in a loud voice; 'WHATS THE RUSH?' His reply was 'I have 3 other planes on the ground'. I said 'BUT THE STRAP IS STILL ON!' He said 'But it was dark in the back galley!' Then I said; 'THATS NO REASON TO OPEN THE DOOR BECAUSE IT WAS DARK. THE STRAP IS STILL ON THE WINDOW!' Then he switches his tune about 'DISRESPECTING HIM'. Hell disrespecting a person that almost caused me bodily injury! I've never had a catering guy open a closed door before at least knocking once! Or have I ever had a catering guy come to the back galley so quickly! HE OBVIOUSLY NEVER LOOKED AT THE WINDOW TO SEE IF A STRAP WAS ON! Because he has 3 other planes on the ground; THAT WE KNOW HE IS NOT GOING TO DO ALL 3 OF THEM AT ONCE WAS A WEAK EXCUSE FOR HIM NOT FOLLOWING PROCEDURES. AND WHAT IS IT WITH IT ABOUT 'BEING DARK IN THE BACK GALLEY MEANS I CAN OPEN THE DOOR WITHOUT LOOKING? I would suggest A. Follow procedures of never trying to open a closed door. B. Look for the orange strap. C. Maybe put in flight attendant manual that back galley light has to be put on bright once we hit the gate!




Synopsis: A rushed catering agent attempted to open an armed aft cabin door with the window warning strap in place because a new Company procedure had the galley lights dimmed after dark and the agent did not see the strap.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Dispatch
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: Reserve fuel planned at FL250 when flight will operate at FL210. Planned reserve does not comply with FAR 121.639. FAR 121.639 required fuel supply: All domestic operations. No person may Dispatch or takeoff an airplane unless it has enough fuel (a) To fly to the airport to which it is dispatched; (b) Thereafter; to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and (c) Thereafter; to fly for 45 minutes at normal cruising fuel consumption or; for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating non transport category airplanes type certificated after December 31; 1964; to fly for 30 minutes at normal cruising fuel consumption for day VFR operations. Reserve fuel planned at FL250 when flight will operate at FL210. Planned reserve does not comply with FAR 121.639 and 121.639.




Synopsis: A Dispatcher reported that an ERJ-190 was dispatched with fuel planned at FL250 when the flight actually flew at FL210 and therefore did not meet FAR 121.639.
Date: 201709
Local time of day: 1201-1800
Location: FWA.TRACON, IN
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E FWA
ATC / advisory: TRACON FWA
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Aircraft X was handed off from AZO enroute southwest level at 8000. I pointed out the aircraft to SBN then at some point near the QTZ radar site the aircraft dropped off my radar scope and I didn't notice. The aircraft never retagged as it flew SW and into GUS airspace. The controller after me was asked about Aircraft X from GUS. After watching the replay; it appears as if some anomaly occurred as the aircraft passed over the 'cone of silence' at the QTZ site and was possibly too far from the GUS site as we were on multi-mode radar feed due to FWA radar outage.Possible automation issue when a site is out and aircraft passes directly over another radar site.




Synopsis: FWA TRACON Controller reported losing radar on an aircraft when it went over the radar site.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Other Person
When detected: Routine Inspection
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was informed by company that I carried dry ice unknown to the crew in cargo hold FWD it was not on the cargo load sheet and not told to company or crew by company ops. Ops and ground crew should make sure to inform crew of any and all cargo placed in the hold.




Synopsis: E-175 Captain reported company notification of undocumented air transport of Hazmat cargo on a previously completed flight.
Date: 201202
Local time of day: 1801-2400
Location: SFO.Tower, CA
Light: Night
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: I was working Local Control; landing Runways 28; departing Runways 01.  Aircraft X; B762; was requesting Runway 28L for departure.  I departed Aircraft X off Runway 28L.  Aircraft X rotated before the intersection of Runway 01L.  I cleared Aircraft Y for take off on Runway 01L; anticipating that the aircraft would not rotate before the intersection; therefore projecting the flight paths would not intersect.  My local assist also agreed with this projection as we discussed it before I had cleared Aircraft Y. It appeared Aircraft Y started to rotate at the intersection of Runway 28L.  I think the two minute rule stating a projected flight path is rather vague.  I will not clear an aircraft for take off based on my 'projections'; but instead just wait two minutes regardless of what I anticipate aircraft performance to be.  Projections are just that and sometimes aircraft rotate at different points obviously based on numerous variables.




Synopsis: SFO Controller described a possible rule infraction.  Traffic cleared for take off on Runway 1L; rotated prior to the intersection of Runways 28L and 1L.  Immediately after aircraft had departed Runway 28L; the reporter noting the rule covering this operation is somewhat vague.
Date: 201502
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Object; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While turning base leg for a Visual Approach to Runway 24R at LAX; I spotted a red or orange object pass closely over the top of my (Captain) windscreen. I saw the object for less than one second; and immediately thought it was a model UAV (4-legged cross looking). I reported this to SoCal Approach so they could pass advisories to proximate aircraft. It all happened so quickly that I can't be completely sure the object was a UAV; versus paper; balloons; etc. However; I do remember the object being square shaped with defined lines; versus irregular like paper or balloons. The object was definitely red or orange in color. I failed to report this sooner; because it happened so quickly; and we were involved in our approach; so after it happened; it completely slipped my mind.  This object was so small it could not be seen in time for evasion. If it was a UAV; it shouldn't be flown that high near a major airport.




Synopsis: B737-700 Captain reports sighting a small UAV at 4;000 feet during a visual approach to Runway 24R at LAX.
Date: 201402
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autoflight Yaw Damper
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout at approximately 12;000 to 14;000 MSL we experienced an uncommanded rapid large rudder movement. The rudder deflected to the right (tail moving left) and resulted in the 'brick' being displaced approximately 1/2 out of center. The First Officer was flying at the time and had his feet on the floor. Normally I have my feet on the rudders (even as a non-fly) only below 10;000 and in turns. The course at that time was straight and we were in smooth air; thus my feet were on the floor as well. The deflection remained constant and required considerable trim to bring the plane into coordinated flight (slightly more than halfway to the first hash mark on the trim gage; which is 1/2 of full trim available). Either sometime during the trimming; or just after it was accomplished the 'YD 1 inoperative' status message appeared. After consulting the QRH for any unforeseen issues; cautions; or notes; we attempted to re-engage Yaw Damper (YD) 1. The YD re-engaged and remained active for the duration of the flight. At the time YD 1 was re-engaged the rudder sharply returned to its normal position without pedal input; requiring the trim to be returned to a normal position. While there were many comments from passengers; all were still seated and no injuries were reported. The flight attendant was up and close to the center of the plane (rotation area instead of side to side motion area) and able to hold on without falling. During the remainder of the climbout we were in contact with Dispatch and Maintenance Control. Since it seemed to be an isolated event; the decision was to continue to the destination (we were approximately halfway there by the time we had sorted it all out and made the decision). A write-up was made and Contract Maintenance performed a function check shortly after arriving.




Synopsis: CRJ200 Captain experiences a large rudder deflection during climb requiring a great deal of rudder trim to neutralize. Shortly after a YD 1 Status message appeared. After consulting the QRH the YD is reengaged and the rudder trim is no longer required. Flight continues to destination.
Date: 201606
Local time of day: 0001-0600
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Second aircraft: B787 Dreamliner Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: On the FMS Bridge Visual to 28R at SFO; I was on the course outside of the San Mateo Bridge when Approach called traffic; a heavy 787 turning short final to 28L. I picked up the visual on the heavy in his base turn just outside of the San Mateo bridge; but lost him above the windscreen shortly thereafter. The Captain had sight at all times and commented that while we were high but correcting; he was extremely high. We were switched to Tower and checked in. At some point; Tower asked the 787 if approach had instructed him to follow behind the Airbus; us; and he replied affirmatively. Tower then told him to start slowing immediately. The Captain made another remark about how close he was and shortly thereafter; we got a 'descend' RA. I complied as best I could; but we only had 1;000 feet to work with. The Captain relayed to Tower that we were complying with an RA; but Tower misunderstood and asked to say again. Suspecting a go around; I took one last look out to the left of the aircraft to see if the RA was still valid; and immediately saw the 787 above; slightly ahead and in a left hand turn to align with the runway. I estimate the separation at no more than 500 feet. We executed the go around and landed uneventfully.


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


Synopsis: A320 flight crew on final approach reported a heavy B787 turning short final above them. The flight crew received a RA to descend; and executed a go-around.
Date: 201305
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Routine Inspection
Contributing factors: Manuals; Procedure
Primary problem: Manuals

Narrative: I was expecting the normal update prompt; but the red number one did not appear when I logged on in operations. Another pilot commented his update took one hour.  Later I had the red ball number and completed update at hotel...very slow.  After 'update complete'; no airports were  available and software would not work.  Tech Support said the download was corrupted; and advised uninstall and reinstall.  This  did not help.  Arrival at MIA for departure with no chart database.  Captain had the same issue.  We tried update using the airport lounge connection; but it was  going very slow with the same result probable.  Other pilots were complaining of similar difficulties.  We borrowed a set of paper charts; copied  the pertinent charts; and departed. Today at home I easily completed a good update.  I suspect the problem was with the server or data.  This could result in operational  problems if it reoccurs.  I don't think the system should erase a good data package and replace it with corruption.  If the download is no good the system should not continue the process.  There seems to be no way to verify or fix download issues other then a complete redo of the installation.  I think the 'what-ifs' haven't been  adequately considered in the change to full EFB.  This needs to be reworked with the Commercial Chart maker.  We should have a good backup plan for wide scale data corruption.




Synopsis: Air carrier pilot reports difficulty downloading his weekly EFB update and later requires the use of paper charts due to the corrupted database.