elihoole/asrs-aviation-reports huggingface dataset:
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Maintenance
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Company Policy

Narrative: On Day 1; I was working with Person X to give him a pass-down from the day shift workload. We were in a 6 feet by 6 feet office for about 15 minutes. Later that evening; after my shift was done; Person X went to the hospital and was positive for COVID-19. I was never contacted by anyone from Management or the CDC about being exposed to COVID-19 positive person. I also worked on Day 2. I then started time off on Day 3. While on time off a coworker told me about how Person X was in the hospital and positive for COVID-19; which occurred on Day 1. I used time off for 14 days before I returned to work. Luckily I never showed symptoms or infected any other person. I took it upon myself to stay away from work for 14 days to protect my coworkers.




Synopsis: Mechanic reported being unknowingly exposed to a COVID-19 positive employee and not being notified of the exposure by company management.
Date: 201505
Local time of day: 1201-1800
Location: CHO.Airport, VA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On descent into CHO we were in contact with Washington Center. I (First Officer pilot not flying) was making a PA announcement when center told us to descend and maintain FL200; and gave us a right turn 15 degrees for traffic. I did not hear these instructions; and when I came back on frequency I misinterpreted what the Captain (CA) told me about the other traffic we were looking for. I thought we were 15 right for traffic that was climbing. We were in about a 2;700 FPM decent when un-expectedly I saw the traffic immediately off to our right and the traffic was heading right for us at about a 45 degree intercept angle.ATC vectored us directly toward the traffic we were supposed to be avoiding. I was unaware that he was level at FL190 and we were going to stop at FL200; so I told the captain we needed to stop the descent about the time we were leveling out. At that time we got a TCAS RA and he immediately dis-engaged the auto pilot and started a climb. In the process of doing this we went 300 feet below our assigned altitude of FL200.  The root cause of this incident was poor communication by ATC; and my lack of understanding of what the other traffic was doing. I asked ATC why they vectored us into another aircraft and he explained to me what he meant to have happen; at which point I understood my mistake; and overall lack of understanding of what direction the other traffic was heading; our assigned altitude; and his assigned altitude.




Synopsis: A First Officer reports that he was off frequency when the Captain received a clearance to level at FL200 to avoid traffic at FL190. The crew then received a TCAS RA and complied with the procedure; but descended 300 feet below FL200.
Date: 202010
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related; Airport
Primary problem: Human Factors

Narrative: Towed aircraft to remote Gate X. It's dark and wet out from rain/raining. I was lined up correctly on the 'J-Line' for pulling in plane. When pulling in to space; wings made contact. The wing walker had lit wands; but I do not recall seeing him give me an 'X' to stop. If he had given me an X; early on; I could have stopped and re-evaluated the conditions further to explore my options; and incident would have been avoided. Now; it's night time; and raining. Remote lines are not well lit; not even reflective. Aircraft was towed to remote Gate X. Gate Y and Gate X are too close together in proximity. Gate Y shouldn't even be there; or Gate X should be moved farther down away from Gate Y; as there is lots of space on the other side of Gate X. Gate Y had the wrong kind of aircraft parked there. There wasn't supposed to be an [X type aircraft] at Gate Y. With both aircraft being [X type]; this was bound to happen; as the wing tips are going to touch (found out after the fact). Was towing this aircraft really necessary? We had 2 empty gates; the gate it was originally parked at (Gate Z); plus gate ZA. We only had 1 other aircraft to arrive for the night. In trying to save money on the rental of a gate; we now have an aircraft damage that now costs more. As far as manpower; people are flying again; flights are reinstated; and we furlough people. With business picking up; there should have been fewer furloughs. Each airline should have its own parking space in the middle; with excess; if any; as first come first served. Some stations have a designated tow team. Our station is smaller; but we could still manage to have a tow team if the manpower permitted; and when not towing or repositioning; they help out in other arrivals/departures.




Synopsis: Tow driver reported towing an aircraft into a gate and having the towing aircraft's wing hit a parked aircraft at the adjacent gate.
Date: 202101
Local time of day: 0601-1200
Location: AND.Airport, SC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZTL
ATC / advisory: CTAF AND
Second aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was doing an IFR XC for my instrument rating and descending to land almost at the DH altitude but still under the hood.  MY safety pilot excitedly yelled for full power which startled me; so I looked up.  I saw a twin-engine aircraft coming directly at us at about the same altitude.  The other AC then banked left and climbed to avoid us.  About the time they passed by and with my engine now at full power; the safety pilot banked left and climbed.  I don't think he pushed the yoke to descend as we were already relatively close to the ground.Not sure if it was a turboprop or other twin as I only saw it a couple of seconds at most and was obviously trying to process things.I announced our position and that we were on the ILS5 approach at somewhere around 5-7 miles out and again at 1 mile or so out.  I recall two other aircraft calling their position on the CTAF but never heard anyone say they were taxiing to; landing or taking off on [Runway] 23 so I'm not sure whether they were landing or taking off.With me being a student I was focused on flying the approach correctly under the hood so I'm not privy to what the safety pilot saw and really can't say how close we were to the other AC as I don't have radar.




Synopsis: GA student reported that during an instrument training flight as they approached the AND airport Decision Height; the safety pilot saw another aircraft flying directly at them at approximately the same altitude. Both aircraft maneuvered away from each other.
Date: 202012
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent; Cruise
Airspace: Class A Y
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: While on the ZZZZZX Arrival we were at FL350. We were given a descent to FL330 and to cross ZZZZZ at FL240. I set FL24000 in the MCP and the Captain set cruise in the FMC to FL330 and we started down. I looked at the ND display and saw FL240 next to ZZZZZ and a Top of Descent point and thought we were set up correctly. In reality the FMC was still loaded with FL240; At or Above; which is the altitude loaded with the ZZZZZ1 arrival. We noticed the error and made the changes and started the descent; however we were too high at that point to make the crossing at FL240; I think we were about 2;000 feet high. The Controller did not say anything to us and handed us off to the next Controller. You can say there may be some currency issues in that I have only flown about 9 flights since March; and this was 3rd time at the controls in the last 30 days. However I have been on the aircraft for almost X years and I know what it's supposed to do. I just misread the ND display and didn't see the A (At or Above) next to FL240.




Synopsis: Air Carrier First Officer reported an altitude deviation during descent and cited lack of recent flight experience as a contributing factor.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Light: Night
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Fatigue
Anomaly: Other Fatigue
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Please do not allow my company to make their flight attendants work over 17 hours; all day and night with no rest allowed. On this date we reported for our usual show time for our flight East Coast to West Coast and return; arriving back home 12 hours later. We were not informed by the company that we were delayed three and a half hours. Knowing this specific trip/pairing is a redeye trans-continental turn. Our original release is an early morning arrival back in base. Yet on this trip we were on duty from early evening UNTIL the early afternoon with NO REST. We HAVE to fly 17 hours and 59 minutes with NO REST or we will be fired or put on extreme disciplinary action. We could NOT have evacuated that aircraft if we tried as we were all beyond exhausted. We are not allowed to close our eyes once or we will be fired. We do not have crew rest on board and the company does not allow us to take a break. All other jobs get a 15 minute break every 8 hours. At this company we are not allowed a break as in flight crew members until we land and are off duty. Our original pairing is 12 hours; with no breaks; no crew rest; no closing our eyes once. Then add on another 6 hours like today and we all felt physically ill trying to perform our jobs. Please help us find a solution to this practice.




Synopsis: Flight Attendant describes a east coast to west coast round trip flight sequence that is scheduled to depart in the evening and return at dawn. The trip ends up being delayed six hours after the crew has checked in resulting in an 18 hour duty day.
Date: 201304
Local time of day: 1801-2400
Location: ZZZ.Airport, FO
Light: Night
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Other Post departure
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Troubleshooting; Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft; Logbook Entry
Primary problem: Human Factors

Narrative: A300 aircraft; air turn back due to Green System hydraulic loss. Aircraft Maintenance Technicians (AMTs) on troubleshooting found flex hose on right side; all speed aileron was ruptured. After confirmation from Maintenance Control for the required part available in station; AMTs removed the damaged hose and replaced with new flex hose of same part number. Leak check per Aircraft Maintenance Manual (AMM) was complied with and no-leak was found; [information] was confirmed to Maintenance Control. Green System was serviced to 'Normal' range per AMM and after a conference call with Maintenance Control and Management and AMT; aircraft was called up [released] by Maintenance Control. Aircraft departed ZZZZ. AMTs looked at this purely as hydraulic leak and [the fact] that it was also part of a Flight Control component (RII) was not readily realized at that point in time.The RII was missed after installation of hydraulic hose. The aircraft is now in Hangar for C-Check. Maintenance has been advised to remove and re-install the flex hose and complete the RII procedure. [Contributing factors include] human error (forgot); time constraints (crew rest was coming close). All AMTs are immediately doing RII training. All AMTs will review [Company] form; X-XXX; every time we update any Aircraft Maintenance Logbook or [make] electronic Logbook entry. All AMTs shall discuss with each other if RII is required for any task; and if in doubt; to call Maintenance Control or Management. 'Did you RII it' placards are prominently displayed in Maintenance office; to give visual reminder of the requirement to perform RII [Inspection].




Synopsis: An Aircraft Maintenance Technician (AMT) reports that a Required Inspection Item (RII) was missed after a Green System hydraulic line was replaced on an A300 aircraft. The hydraulic hose for the all speed aileron had previously ruptured in flight; requiring an air turn back.
Date: 201208
Local time of day: 0601-1200
Location: DFW.Airport, TX
Light: Daylight
Aircraft: 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: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: After landing on Runway 13R at DFW; we were cleared to cross Runway 18R; and hold short of 18L on Taxiway WM. I misunderstood the clearance; and thought we had been cleared to cross both 18L and 18R. I verbalized; 'Roger; cleared to cross'; and crossed both runways. We had not been cleared to cross Runway 18L; and I realized this after we crossed and heard an aircraft abort due to traffic on the runway. I believe that rather than saying; 'Cleared to cross'; if I had said; 'Cleared to cross both 18L and 18R'; it would have improved our chances of correcting my misunderstanding of the clearance.


Second narrative: I continued with my After Landing Checklist and hear an aircraft aborting. I looked up and realized that we had taxied across 18L without clearance. I will improve my situational awareness (head-up) in the runway environment and not assume the Captain will hold short even if he acknowledges that he will.


Synopsis: An air carrier crew reported crossing DFW 18R and 18L after being cleared to cross only the right so that a departing aircraft had to abort its takeoff. The First Officer was heads down with a checklist.
Date: 202106
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operating under: Part 91
Mission: Training
Flight phase: Cruise
Airspace: Class E ZNY
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: VFR flight; Aircraft Y approached from our left.  Did not see plane until it was very close.  Fortunately; our course did not intersect.




Synopsis: Flight Instructor reported an NMAC.
Date: 202102
Local time of day: 0601-1200
Location: LAX.Airport, CA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Chart Or Publication; Software and Automation
Primary problem: Ambiguous

Narrative: This safety concern occurred on two flights. Same aircraft and same exact routing and runways for departure (7L) and arrival (24R). The routing was the 7L.KEENS2.MESSI ESTWD.HLYWD1.24R. The First Officer briefed all of the points; speeds; and altitudes on the SID via the FMC CDU and I confirmed them on my EFB. We completed the Before Start Origination checklist; received performance takeoff data; and completed the Before Push checklist with no issues. After pushback and engine start; we started to taxi away and when I placed the LEGS Page up on my CDU there was now a discontinuity after the first departure point; and the next point. We corrected the situation by re-selecting the SID; transition; and departure Runway 7L; which removed the discontinuity. That situation by itself would be a little unusual; but as we flew back later on and the same issue occurred yet again it appears that there is a performance software issue that needs to be looked at. The Cost Index was 15 on Flight X and 5 on Flight Y. I unfortunately did not reference the FMC software version. We had no discontinuity on our flight; so the issue could be departure related; the SID related; or performance software related. Bottom line is that there is an issue that might cause pilots to take off and soon afterward encounter a discontinuity on the route; causing a potential navigation error.Flight Ops needs to work with Dispatch and Maintenance to determine if certain weights; Cost Indexes; FMC software versions; SIDS; airports; etc; are causing a discontinuity after receiving performance takeoff data in this fleet or solely this particular aircraft.




Synopsis: Air Carrier Captain reported a discontinuity on the FMC legs page; on the same route; in the same place; two consecutive times.
Date: 202202
Local time of day: 1201-1800
Location: RSW.Airport, FL
Flight conditions: VMC
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RSW
ATC / advisory: Tower RSW
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Confusion; Distraction
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Environment - Non Weather Related; Software and Automation
Primary problem: Ambiguous

Narrative: Approximately 3 to 5 mile final on a Visual Approach to Runway 6; noticed intermittent 'TCAS' displayed on PFD. Unknown whether any targets displayed on ND. After landing; the following aircraft reported the anomaly to ATC stating that ' the same anomaly was occurring that he had seen the previous day.' At that point we notified ATC of our event. At no time did we suspect system failure or a 5G event. This was our second landing on that runway of the day and we did not see the anomaly on the previous approach.


Second narrative: On Visual Approach to Runway 6 got a very brief TCAS light on PFD. It flashed for maybe a half second and went away. No other aural or visual alerts of any kind. Altitude between 1500 to 200 ft. About 2 to 3 miles out. It did this twice that I saw.


Synopsis: Air Carrier Flight Crew reported false targets displayed on their TCAS. The reporters heard a succeeding flight reporting the same anomaly.