elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
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: While A [Flight Attendant] was doing her final walk through prior to takeoff; she noticed a child seat behind the exit row. I was C; and could not see the seat from where I was standing in the exit row; and did not notice the passengers placing it during boarding.  I was busy greeting passengers as they walked through; and telling people who sat in the exit row that they were seated in the exit row; and verifying they were willing to sit there.  One woman was not responding to me; and I realized she could not hear me.  She said her ears were blocked from the last landing; and they had not cleared. Since she was unable to hear or respond to my questions; I told her I would have to re-seat her.  A gentleman in the exit row loudly said she was sick; and should not be allowed on the plane.  I asked her if she was sick; and she said no.  She appeared to be congested; which is likely the reason her ears blocked on landing.  I had her trade seats with another passenger; briefed the exit row and secured the forward cabin from the exit row forward.  When I got to the front; I informed A the exit row was briefed and the forward cabin was secure.  I did not hear a PA that the aft cabin was secure. I informed the A that the woman I moved from the exit row could not hear; that she was congested but said she was not sick.  The A said she did not appear sick or have any COVID symptoms when she boarded. I said congestion could be a COVID symptom; and A seemed surprised; and said she never heard that.  By then operations was in front with us; and he and A said all I was required to do was ask if they are sick; and if the response is no; then we leave it alone.  I did not know if the passenger had allergies; a cold; or something more serious.The A was doing her final walk through prior to takeoff; and noticed a child seat directly behind the exit row. Someone notified the Captain; and A and D quickly had passengers change rows. The captain rang; I answered; and he asked if they were finished. I said I was C in front; and they were not quite done. He asked to be notified; and a few seconds later I let him know the exchange was complete.




Synopsis: Flight Attendant reported a passenger that sat in the exit row had hearing problems and was displaying symptoms of possibly being sick.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: B737 Undifferentiated or Other Model
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: Autoflight System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were at FL410 and the autopilot disengaged.  We were able to reengage the autopilot. The autopilot disengaged once again and the flight director biased out of view.  We asked ATC for a heading and a lower altitude to leave RVSM airspace.  We descended to FL290 and flew assigned headings from ATC.  We looked through the QRH for mode control panel failure checklist and could not locate one.  The mode control panel remained locked out for the remainder of the flight.  We continued the remainder of the flight raw data.  We evaluated the weather at ZZZ1 and several other close by airports.  The Weather was best at ZZZ for raw data.  We requested priority handling. We TESTed the flight attendants. We made PAs to the passengers to make them aware of the fire trucks on arrival.  The flight continued uneventfully to ZZZ.


Second narrative: MCP/Autoflight system failed in cruise flight FL410; requested priority handling; heading was assigned to ZZZ; descended to FL290; TEST FAs; no QRH procedure available for MCP failure; ILS 9 approach flown with no abnormalities.


Synopsis: B737 flight crew reported the autopilot disengaged twice during cruise flight at FL410.  The crew stated they had no QRH procedure for the failure resulting in a diversion.
Date: 201703
Local time of day: 1201-1800
Location: RSW.TRACON, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C RSW
ATC / advisory: TRACON RSW
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Automation Aircraft TA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working West Radar during a runway change from NE to SW landing direction. I had a departure going southeast. I handed aircraft off to East Radar but held onto aircraft to put him over the airport to get above departure and arrival traffic. Simultaneously East Radar had a departure going northeast but needed a turn to the north. I observed a jet off the arrival and told East Radar that they could go into my airspace with Aircraft X. My intention with this was roughly a 350 heading to ride the boundary to allow the climb with the arrival Medevac. I turned a VFR aircraft; Aircraft Y; at 4500 feet to heading 180 to go directly over the airport. The East controller had turned Aircraft X further west than I anticipated. I saw the conflict and advised East Radar. Aircraft X was at 3700 feet when East issued Aircraft X to stop at 4000 feet. I immediately turned my aircraft further southwest to avoid an RA and called traffic. Aircraft Y reported the air carrier in sight and was instructed to maintain visual with Aircraft X who was at 4200 descending back down to 4000. Aircraft Y then descended rapidly into Aircraft X anticipating that Aircraft X was climbing. I had advised Aircraft Y that Aircraft X was at 4000 feet. Aircraft X responded to an RA causing him to descend.My aircraft was in East Radar's airspace. However; the runway change we were performing put him in my airspace. This caused the aircraft to be on 2 different frequencies. Additionally; I should have been more clear about my intentions with Aircraft Y and ascertained East Radar's intentions more clearly.I should have had better situational awareness for myself. With the complexity of the runway change I did let Aircraft Y extend further East than normal. I should have been clearer about my intentions.




Synopsis: RSW TRACON Controller reported during a runway/airspace change he approved an adjacent sector's aircraft to enter their airspace resulting in a conflict with a VFR aircraft they were working.
Date: 201507
Local time of day: 1201-1800
Location: DBQ.Airport, IA
Flight conditions: VMC
Light: Daylight
Aircraft: DA42 Twin Star
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZAU
ATC / advisory: Center ZAU
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying to KFSD. I was near KDBQ when Chicago center on 133.95 advised traffic 3 miles 5500 traveling NE. Then it was 2 miles 6000 finally at 1 mile was vector to a heading of 180. When in the turn I saw a cirrus no more than 200 above me and 500 feet horizontal. I could clearly make out his tail numbers but can't recall.




Synopsis: DA42 pilot reported a NMAC in cruise flight in the vicinity of DBQ.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Master Warning followed with Tail Comp Hot warning during climb out. [We] performed QRH; determined real duct leak while turning back. Landed with left engine retarded and shut down on taxi in; declared emergency. All supporting elements of procedures crew; ATC; Operations; Airport Fire Department all performed well.




Synopsis: MD83 Captain experiences a tail compartment temperature high light during climb out. QRH procedures are complied with and flight returns to departure airport.
Date: 201811
Local time of day: 0601-1200
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict NMAC; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: On arrival into BOS; on what was effectively base leg prior to turning final for Runway 22L; just as we were beginning a descent out of 3000 feet; I saw a blue and white UAV pass directly under the nose of the aircraft. I would estimate the distance below us to have been 300 feet. The encounter lasted less than 2-3 seconds from initial sighting to the UAV passing out of sight beneath our aircraft. Blue and white and 4-rotor; I think; though I only caught the brief glimpse of it. No action was taken on our part as the device was gone before we could do anything. I notified ATC of the encounter. I transferred control of the aircraft briefly to the First Officer so I could concentrate on the communication as any danger was past. The First Officer had been 'heads down' for that brief moment 'sequencing the approach'; so she never saw anything. Her first knowledge of the event was when I started talking to ATC. The controller asked the usual questions; and then cleared us for the approach. Normal approach and landing. Taxied to the gate. No further action was taken. Neither the First Officer nor I had any contact with anyone other than company people about the incident. An idiot with a drone. Nothing we could have done. No way for the ATC people to know about it. Ban all drone use within 50 miles of any airport. Arrest and jail anyone caught violating this rule.




Synopsis: Air carrier Captain reported airborne conflict with a UAV on base leg into BOS.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cylinder Head Temperature
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On upwind in the traffic pattern; CHT3 temperatures rose to indicate red; and engine felt rough. Instructor informed tower and asked if aircraft could get priority landing on either Runway XYL or XYC. Tower offered landing on Runway ZA; IP accepted and aircraft made a precautionary landing on Runway ZA. Taxi back and parking as normal. After landing; CHT returned to normal and no engine roughness noticed.




Synopsis: While in the traffic pattern; a SR20 instructor reported an abnormal cylinder head indication. He advised the Tower and made a successful precautionary landing.
Date: 202004
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: Thank you for all the work you're undoubtedly doing these days. A concern; which probably has been brought up; but I hope our safety guys are working on it actively.  Well; two concerns; related.1 - Masks.  Judging from my last trip; most pilots and FAs are not wearing masks at all.  I know that the official guidance has shifted; but it really seems that our Company could do a better job of promoting the idea that wearing masks isn't to protect yourself as much as it is to protect others; in case you're infected and don't know it.  Unless we get better and clearer guidance and expectations; I don't expect pilots to all of the sudden decide it is time to wear masks.  It goes against a lot of deeply ingrained western norms.It seems that many have the idea that if you can't get 100% protection; why bother.  We're in the cockpit so who cares about on the van or in the airport.  I think this is exactly wrong; apparently the 'viral load' is important and anything that reduces your 'initial dose' could lessen the severity of any subsequent illness.  Apparently this is one reason they suspect that lots of healthy/young doctors/nurses are getting pretty bad cases; because they have so much exposure.  Which brings me to the related concern?2 - Cockpit social distancing.  It is obviously impossible to properly social distance while flying with another pilot in the cockpit.  The problem [is]; the furthest away we can possibly get is 2 feet.  That's an issue; I'm not aware of any other work environment that is so close and wearing a mask is currently prohibited.  We need Company and Union and FAA Safety all to push and approve masks in the cockpit.  Presumably someone could run a pretty quick experiment in a high altitude pressure chamber where they test various masks versus blood oxygenation using pulse oximeters.  I'm pretty certain that surgical type masks wouldn't present a problem; the N95s or homemade ones might as they could interfere with the seal; but a surgical mask seems benign on that count.  Anyway; if Company and the FAA for that matter; really intend to keep the airlines flying; then they need to relax this mask in the cockpit rule and explicitly approve it. We can't maintain 6 feet and most of us aren't wearing a mask.  So a Pilot who wears one is protecting the guy he's flying with; but if his Co-Pilot isn't wearing one; it sort of defeats the purpose.




Synopsis: Air carrier pilot reported concerns with the inability to maintain proper social distancing in the cockpit during the COVID-19 pandemic. Reporter suggested guidelines should allow for pilots to wear surgical masks in the cockpit during this time to minimize COVID-19 exposure.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Thunderstorm
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
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: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: We landed just prior to a storm hitting the field and subsequently closing the airport. On taxi in; Operations advised us the ramp was closed due to lightning; however; they could use the Mobile Aircraft Parking System (MAPS) to park us at XXX. They would not be able to chock us and bring up the jet bridge due to the closed ramp. We decided to wait on Taxiway A until the storm passed; and the ramp opened. After approximately 30 minutes; Operations radioed us to let us know the Supervisor was in the MAPS vehicle at our gate and that he would direct us in and be able to chock the aircraft to allow the jet bridge to approach the plane; even though the ramp was still closed. We proceeded to the gate.It was nighttime and the visibility was poor due to rain and wet surfaces making it very difficult to see the taxi lines or the J-line. We attempted to line up with the MAPS vehicle and realized we were well to the right of the J-line. We came to a stop because we were not lined up properly and noticed the MAPS vehicle was lined up on the right side of the J-line from our view. We had thought the MAPS vehicle was directly over top of the J-line and they were not. I had to make a hard left inside the Safety Zone to line up with the J-line and park the aircraft.  After parking the aircraft; I realized how dumb an idea the MAPS vehicle really is. We are required to have a Marshaller; and two wing walkers when the weather is good. When the visibility is poor; it's dark; and the ramp is closed; it's acceptable to use a truck with lights to park the aircraft? The MAPS vehicle was in the wrong position for parking and we lined up with it. We could have easily hit something in the very congested XXX gate area because of bad operational ideas (i.e. MAPS vehicle). I allowed Operations to talk me into taxiing into the gate with the MAPS vehicle and I completely regret making that decision.




Synopsis: B737 Captain reported an unsafe environment when using the Mobile Automatic Parking System during ramp closure due to lack of personnel and tight clearances while taxiing to the gate with thunderstorms.
Date: 201410
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Light: Dusk
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I relieved a controller from sectors 31/32; I was briefed that he had approved a VFR aircraft VFR at 10;000 from ZMP.  Traffic was pretty busy with a lot of military operations going on.  Aircraft X wasn't on frequency very long before I handed the aircraft off to sector 19 and switched him.  After I was pulled aside later on in the evening I listened to the recording that revealed that aircraft wanted to pick up his IFR flight plan after exiting an MOA in ZMP airspace.  What the ZMP controller coordinated was 'VFR in the MOA; going to pick up his IFR climbing to 100.'.  I wasn't briefed any of this; and was unaware he wanted IFR.  ZMP put VFR in his data block.  They claim that it auto flashed to us but didn't call to confirm they had in fact given the clearance.  We only became aware of the situation when the pilot asked for lower and was instructed to maintain VFR.  The pilot then informed sector 19 he was IFR.  I'm not sure a procedure change is necessary; but coordination between ZMP and ZDV should have been accomplished simply because the data block shall reflect what the aircraft is doing per the LOA.  Also the briefing should have been more specific when I took the sector.




Synopsis: ZDV Controller reports of confusion from a briefing he received on whether an aircraft is VFR or IFR.  He treated the aircraft as VFR while the aircraft was actually IFR.
Date: 202109
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Toilet Furnishing
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Time Pressure; Troubleshooting; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On date; I was assigned Aircraft X as a return to gate for aft lavs clogged.  I was assigned by myself. The aircraft was full of passengers and the main reason I wanted the door open was to get rid of the bag of urine soaked paper towels I had removed from both lavs.  I didn't want to carry that bag thru the cabin and have the passengers smell or see it.  Thinking about this issue and knowing the flight was outbound I lost focus and opened the door.  Met Aircraft X at gate fully loaded with passengers and flight crew.  I unclogged the lavs and having a large pile of paper towels stuffed in both lavs; I didn't want to walk thru the cabin full of passengers.  I inadvertently armed L4 and immediately opened L4 door causing the slide to deploy.




Synopsis: Maintenance Technician reported inadvertently arming a door; then opening it; causing the slide to deploy.