elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 0001-0600
Location: ORD.Airport, IL
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Distraction; Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Staffing; Weather; Procedure; Human Factors; Airspace Structure; Airport
Primary problem: Procedure

Narrative: Broken 047[ceiling] and trying for visuals on west flow. Multiple layers moving in.   27R is diving in at 40; 27L is running the ILS and I'm 28C diving to 40 also trying to get the visual.  A few conversations with the MAC about how I'm really not seeing the field very well at all.   On a side note it's Saturday evening here at C90 and we are always short.  Tonight we are real short.  Down 7 bodies; 19 on the shift to my knowledge and digging up monitors is a real challenge.  They ended up having to pull the MAC off AND the FLM off to open up 2 monitors.  Now we are two extra set of eyes short due specifically to staffing.  That being said in the middle of conversation with my MAC I forgot to tell Aircraft X to join the localizer and blew him right across into the Aircraft Y on 27L.  I tried to take the quickest action I could but I'm not sure there was even a mile between them.  The other situation was the Aircraft Z I  had to pull out because I don't think 27L was on a visual.  I tried to stop Aircraft A at 5000 and called him Aircraft B instead and he correctly didn't respond and I missed it.  Then I had those two at 4000 I don't know how much separation except it was below 3 miles. On nights like this we; myself included; do everything we possibly can to run the visuals.  Even when the pilots and we ourselves are struggling we just keep trying and working at it.  That being said if we cant see it than we cant see it and just need to go out for the ILS.




Synopsis: C90 Controller describes situation where they are trying to vector aircraft for the visual approach but are having trouble with getting aircraft in resulting in separation losses.
Date: 201907
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb; Initial Climb
Airspace: Class A ZZZ; Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Central Computer
Component problem: Malfunctioning
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; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: I was the First Officer operating from ZZZ to ZZZ1. The aircraft had just been in maintenance and had the #2 CADC (Central Air Data Computer) replaced.  Holding short of runway 26L for departure; the tower cleared us for takeoff.  At 80 Kts; my airspeed indicator begin to lag behind the Captains; and I made all further calls from his PFD. Once airborne the Captain called for positive rate; gear up.  Once I placed the handle in the UP position; my PFD was unreadable and several EICAS messages displayed.  The Captain lost his flight director; the auto throttles disengaged and he was flying raw data at this point in time.  The Captain flew the aircraft raw data and commenced a left hand turn to fly the SID.  The Captain asked me to tell ATC we need to level at 5000 ft. I pressed my CADC switch on the SIS panel which restored the Captains flight director and auto throttles.  He then called for flaps up; slats retract; after takeoff checklist.  I was then instructed to contact the company via JETCOM; as the SATCOM was not working.  Several attempts were made to contact dispatch with the JETCOM. Approximately 20 minutes after departure the SATCOM communications worked and the captain had a conversation with ZZZ1.  Once this conversation was completed the Captain told me to request FL310; and we're going to ZZZ1.  I stated my concerns; and followed his instructions and requested FL310 with ATC.  Unintentionally; the flight continued into RVSM airspace without advising ATC that we were now non-compliant with RVSM regulations.  Ultimately the aircraft climbed to FL370.  The flight continued uneventful to ZZZ1 and landed.




Synopsis: First Officer reported that their newly replaced CADC2 computer failed on departure. The Captain elected to continue to the destination.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Wheels/Tires/Brakes
Reporter organization: Air Carrier
Reporter function: Technician; Lead Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Procedure; Incorrect / Not Installed / Unavailable Part; Company Policy; Airport; Aircraft; Human Factors
Primary problem: Airport

Narrative: The Aircraft Maintenance Manual (AMM) requires that all aircraft prior to jacking for tire or brake changes have to verify that they are properly grounded. We have nine overnight aircraft that require Heavy Maintenance and four of them are at the gate that do have approved grounding points. The other five on the maintenance hardstand do not. ZZZ has no approved grounding points on any of their maintenance hardstands. Company Air Carrier has in the AMM to verify Electrostatic Grounding through the tires by using a bonding meter. The problem with that is they suggest since we have no approved grounding points out on the maintenance hardstand; that we should just stick one of the [grounding] leads to the ground. That does not work because it does not give a proper ground. Sticking the lead to the ground does not allow the meter to give the 'less than' one Megohms reading required to be sufficient to verify that the aircraft is being grounded through the tires for aircraft jacking. The next suggestion to fix this is to pour a cup of water on the Ramp and then stick the lead into the water puddle. I feel that is an unsafe operation because one of our Mechanic's already got shocked while trying to perform this procedure. We have a 40% chance of rain tonight and using a bonding meter out there on the Ramp just isn't a safe condition. Contact Airport authorities to install approved grounding point at all the locations where aircraft Maintenance has to be performed so the aircraft Technician can do the maintenance as prescribed in the AMM. Lead Mechanic.




Synopsis: A Lead Aircraft Maintenance Technician (AMT) reports about the lack of approved Electrostatic Grounding points for aircraft at their airport Terminal gates and Maintenance hardstands. Maintenance procedures require aircraft to be properly grounded prior to jacking aircraft to safely perform tire and brake changes.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Thunderstorm; Turbulence; 2
Light: Night
Aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 6;000 feet; the passenger door came open in IMC conditions. That prompted a 7700 code; and priority assistance from ATC. Two ILS attempts were made; with final attempt landing. No injury or harm to the aircraft occurred.




Synopsis: Beechcraft Bonanza pilot reported diverting after the passenger door opened in instrument conditions.
Date: 201911
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight; Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After final cabin safety checks were completed on passengers; I returned to my jumpseat. We were taxiing out to take off. I noticed a cabin odor smell. I sat for a few minutes trying to distinguish the smell. It was more of a solvent/ strong acetone smell. I then called the #1 Flight Attendant to inform her and the Flight Deck. The Captain stated that it probably was just kerosene fume smell from the aircraft in front of us. I started to feel my head start hurting. I carry a P99 mask for my personal use; so I retrieved it from my bag. After we reached cruising altitude; the smell was no longer in the cabin. We started our beverage service; and we made it to the 3L/R door; my legs gave way and I almost fainted. My #3 Flight Attendant caught me before I hit the cart or the ground. I then went back to my jumpseat; fastened my belt; just in case I had another fainting episode to occur. Lead Flight Attendant was notified; as well as the Captain. Passengers sitting in rows 31-34 all commented on the pungent odor. Passenger; XXC; whom is a company Captain; stated he also smelled the odor and it was strong. Upon arrival and taxiing into ZZZ; the smell returned. Mechanics met the flight but could not find a cause for cabin odor. Medics are coming to check me out since I have a headache and almost fainted.




Synopsis: A321 Flight Attendant reported health issues from strong fumes in the cabin during taxi and inflight. Reporter further stated the cause could not be determined at destination after landing.
Date: 202001
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post flight
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I was notified by my company that one of my checkairman was not current and I needed to redo my proficiency check.




Synopsis: An Air Carrier pilot reported the Check Airman who evaluated him was not current.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working combined sectors with numerous aircraft and severe impact of weather and airspace constrictions. The Warning Area was active and 'not' accepting point outs. I had aircraft that needed to go around weather so I had to have these aircraft squawk 7700 in order to fly through the Warning Area. During all of this; I accepted a point out on Air Carrier Y climbing to FL360. Literally moments later; I took a hand off on Air Carrier X who was on a large deviation around weather at FL340 and headed towards the Warning Area. I was working other aircraft that were already on 7700 Codes and was in the process of having Air Carrier X do so as well when both the adjacent sector CPC and I noticed the confliction. The adjacent sector CPC could not enter the Warning Area airspace with their Air Carrier Y and my Air Carrier X would not turn so the adjacent sector tried to get a report from their aircraft that they were out of FL350. I thought that they had received that report and that they didn't know how to report it in the data tag so I /ok'd the function from my position. I reported the aircraft at FL350 only to have the Data tag reset to FL347. Sometime later; the supervisor came over to ask what happened between our aircraft. I thought that we had both vertical and horizontal but the supervisor said that we did not. Have my aircraft squawk 7700 sooner when ever they are near military airspace and/or other aircraft because of weather.




Synopsis: Enroute Controller described a loss of separation event during weather deviations and vectors to clear restricted airspace.
Date: 201912
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was Pilot Flying and upon joining LOC 22L at EWR; we were adequately spaced with normal spacing margins ahead of; and behind; other landing traffic. Sky was clear and as we approached Runway 22L; the Captain was unsuccessfully trying to get a word into Tower frequency for clearance to land. Feeling that the clearance was imminent; we elected to continue the approach. As we were getting very low; and seeing that the runway was clear; the Captain instructed me to land. I agreed as we felt that it was ultimately the safer course of action.In the debrief; we felt that ATC knew our position; as we were properly spaced; and handed off to Tower. Also; in the snap decision to continue; we felt that was safer than initiating a very low go-around. Tower didn't have any issues with the landing after we cleared. We continued to the gate.




Synopsis: First Officer reported being unable to communicate with EWR due to frequency congestion; consequently landing without explicit landing clearance.
Date: 202004
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
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Company Policy

Narrative: Some days prior to reporting to work; I had read a company communication regarding the current COVID-19 pandemic; which referred to concerns about shared jumpseats as they affected our ability to practice social distancing. The company communication informed staff that they were currently reviewing all possible options for us to remove ourselves from adjoined jumpseats for our health and safety. As I reported to work I reread all more recent communications regarding the matter and could not find an update on the current shared jumpseat policy. We have received an abnormal amount of daily communications purveying constant policy changes throughout the COVID-19 outbreak and I thought it was possible I just missed an update; so I asked the lead Flight Attendant if she had read what the company had decided on. The Lead Flight Attendant told me I was supposed to sit in the first row; passenger seat closest to my aircraft door; as if the jumpseat had been written up as inoperative. Under the impression that this was correct information given to me by a fellow crew member; I did not occupy my shared jumpseat during takeoff and landing; but rather the nearest passenger seat. Upon arrival to our layover hotel I reread all recent company communications yet again and found no such information on the matter. The following morning I reached out to several company and union representatives seeking accurate information on the policy; and found that this action had in fact; not yet been approved by the FAA.All of this being said; I implore the FAA to please; please expedite a review of shared jumpseat policies as it pertains to the COVID-19 outbreak and CDC recommendations for social distancing. Our health and safety is on the line.




Synopsis: Flight Attendant reported having difficulty clarifying the company's current policy on the use of shared jumpseats and social distancing. The Flight Attendant occupied a passenger seat during takeoff and landing; rather than the assigned jumpseat. After the flight; the Flight Attendant found that jumpseat policy changes had not been put in place.
Date: 201902
Local time of day: 1801-2400
Location: FAT.Airport, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C FAT
ATC / advisory: TRACON FAT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was being vectored for the RNAV RWY 29R approach. I gave Aircraft X a vector and altitude to maintain until established on the final approach course. The altitude was at 3;400. That is the lowest altitude available with the current MVA [Minimum Vectoring Altitude] in that area. As Aircraft X was descending for the crossing fix; Aircraft X was descending through 3;400. I asked the pilot if he blew through his altitude. The pilot stated he was descending to 3;000. I reviewed the tapes and the pilot read back 3;400.Hear-back/read-back error.




Synopsis: FAT TRACON Controller reported that an aircraft descended through the assigned altitude and below the MVA.
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Parking Brake
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Regained Aircraft Control; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Taxiing into gate at completion of sequence. Captain stopped the aircraft at DGS (Docking Guidance System) signal STOP. During the shutdown flow I noticed the aircraft was rolling forward at the same time as the Captain. Captain reapplied brakes and shut down Number 2 engine. The aircraft stopped. We confirmed the park brake was in the ON position and park brake was green on the ECAM (Electronic Centralized Aircraft Monitor) advisory.ECAM displayed BRAKES PARK BRK FAULT.We called Ramp to have ground crew confirm chocks were in and inform them we had a brake failure at the gate. After confirming chocks were in Captain shut down the Number 1 engine [and] released the foot brakes and the parking brake.Then set the park brake again. Fault did not return. Aircraft had rolled forward 7 feet and needed to be towed back into position for the jet bridge. Captain confirmed no injuries on the plane or ground crew. We called maintenance to advise and Captain wrote up event in the logbook.




Synopsis: A321 First Officer reported the aircraft rolled forward 7 feet at the gate after setting the parking brake.