elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
When detected: Other On ATC Position
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Ordered to wear a mask that covers my nose and mouth while working on position. Noticed multiple read back errors as pilots were having a difficult time hearing and understanding my control instructions. Covering my mouth directly impacted my ability to communicate effectively with pilots. Wearing a mask while on position is also a major distraction as it interferes with my headset. I feel as though I could not efficiently control traffic; check routes and perform any other duties on position with this distraction. I believe this has also led to a work environment wherein certain members of management are seeking disciplinary action against controllers. This is raising the stress level of an already stressful atmosphere.It has become abundantly clear that safety of the NAS is no longer the priority at ZZZ Center. Air Traffic Control Specialists should not be required to cover our mouths while on position. The safety of the NAS and the flying public is being compromised to comply with a 'mask mandate' order. Covering one's mouth with anything while on position directly effects an Air Traffic Control Specialist's ability to safely and efficiently separate aircraft; issue control instructions and disseminate weather information. I do not accept responsibility for potential incidents or fatalities due to being forced to cover my mouth while on position. It is unsafe.




Synopsis: Center Controller reported safety concerns with having to wear face masks while on position. Controller referenced the face mask is distracting and make instructions difficult for pilots to understand.
Date: 201810
Aircraft: No Aircraft
Operating under: Part 121
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: [Cargo bin] was found to have un-declared lithium Ion batteries in the freight; this is the same freight that was tendered on [another report]. The freight was taken off site of [company] cargo and brought back with the understanding that all DG related materials were removed. Upon inspection; we found additional lithium batteries in the shipment.




Synopsis: Cargo personnel reported refusing cargo due to undeclared lithium ion batteries in freight shipment.
Date: 201809
Local time of day: 1201-1800
Location: OCN.VORTAC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Other unknown
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During a training flight; a Cessna made a left turn in front of my aircraft; which caused me to take action to avoid. Aircraft was not using the air to air [frequency] 122.750.




Synopsis: Piper pilot reported NMAC (near mid air collision) with Cessna.
Date: 201705
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Crosswind; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: I executed a nearly perfect landing in a 6 kt crosswind (according to ATIS received about 15 minutes prior) as part of a touch & go. I landed first on the upwind main then the downwind main and finally the nose wheel. I maintained a slight amount of left aileron input to mitigate the crosswind. While transitioning the aircraft from the landing to the takeoff; the plane suddenly turned about 60 degrees to the left and began to skid. The airplane did not respond to the right rudder input I applied in an effort to stay on the runway. I skidded off the runway in an instant and into a grassy area that separates the runway from the taxiway. I was able to avoid striking anything and exited the grassy area onto the taxiway at an intersection. [Visual indications] show parallel skid marks from approximately the center of the runway to the point where I entered the grass. I am shaken-up but unharmed and I did no damage to the airport or the plane.I am unsure what caused this to happen but I did note that ATC advised the aircraft landing behind me of a 15 kt crosswind. I am unsure how to prevent a future occurrence as I don't know if this was the result of a mechanical issue or a wind gust that accelerated as it passed between; over and around the hangars adjacent to the parallel taxiway. I have made plenty of crosswind landings but plan to go up with my CFII on days that approach the 15 kt demonstrated crosswind capability of the 172 to see if there may be something that I can refine in my crosswind landings.




Synopsis: C172 pilot reported a loss of control during a touch-and-go that resulted in a runway excursion possibly due to an unanticipated increase in crosswind.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: A321
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: Reverser Position Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Manuals
Primary problem: Aircraft

Narrative: In cruise flight; FL320; Aircraft X had an ECAM announcing 'ENG 2 REVERSER FAULT'. Initial participants were Captain and First Officer. As it came up on the ECAM with the associated master caution; it was not an immediate action item or ECAM exception. There were no actions required and no follow up in the QRH. We went to the non-normals where we found 'Land ASAP'. At this point; an [ATC was advised] and diversion [was] executed.Best guess: Loose contact on sensor.Now I would think a 'Land ASAP' would display on the ECAM. I believe there is a need for software and QRH reviews. Not non-compliance but a lack of proper guidance through the procedures and manuals.




Synopsis: An A321 First Officer reported receiving a 'Reverser Fault' message on ECAM with an associated Master Warning.
Date: 201512
Local time of day: 1201-1800
Location: BZN.Airport, MT
Weather elements / visibility: Snow
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E BOI
ATC / advisory: TRACON BOI
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: During our approach into Bozeman Montana we were cleared direct to KICDO and to descend to 11;000 feet by Big Sky Approach. Before reaching KICDO from the east at approximately 11;500 feet during our descent we received a terrain warning followed immediately by a terrain pull up warning. I executed the escape maneuver by disconnecting the auto pilot and putting the aircraft into Go Around mode. Our display showed no color terrain indication of any kind during this time. We climbed to 12;000 which is higher than the MSA in that sector and the audio warning stopped. Once we confirmed the aircraft status; we notified Big Sky ATC of the warning indication and of our new altitude. We stayed at 12;000 feet until ATC cleared us down to 8100 feet and turned us on to final for the final approach to runway 12. At the time of the approach the weather condition was snowing. Prior to this event while cruising at 17;000; we had an automated 2;500 foot call out. We can only attribute this to the snowing condition with the radar altimeter.No other additional indication occurred after the terrain warning. We continued the approach and landed without any further incident. Upon contacting Big Sky Approach by phone; I was informed that this abnormal indication have occurred to other aircraft in this area of operation in the past which is north of the airport. We show no terrain indication on either of our displays. Considering the lack of indication on our display and the fact that other aircraft have experience similar indications it seems to be an area of erroneous EGWS Indication.




Synopsis: Air carrier Captain reported an erroneous EGPWS Indication north of BZN during descent to 11000 feet near the KICDO intersection. Evasive action is taken but no high terrain is actually present. ATC indicated that other aircraft have experienced similar anomalies in that area.
Date: 201205
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During emergency descent after depressurization; I overspeed the aircraft by approximately 5 KTS.




Synopsis: MD82 Captain during an emergency descent after loss of cabin pressurization; overspeed the aircraft.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Other / Unknown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Boarding a nearly full flight began at XA:30 AM. We had power (i.e. lights) but; we did not have any airflow (air conditioning). We were beginning to sweat profusely. I (FA) contacted the terminal Supervisor who patched me through to Agent; in the tower. I told him of our plight and passenger complaints and concerns. He said he would send someone immediately to turn on the air. This was approximately 20 minutes later. About 15-20 minutes later we still had no air. Passengers were getting very upset and many took their masks off. We made announcements stating that without airflow; it was even more important to keep their mask on since they could not social distance. I contacted the Supervisor again and insisted the passengers be let off the aircraft if we were not going to get airflow and we still didn't know anything about when the pilots would arrive. Approximately 10 minutes later the pilots boarded and stated we should never have begun boarding under those conditions. They got air up and we departed 15 minutes later. 1 hour and 10 minutes after boarding. I felt very; very unsafe in those conditions as did many passengers.We should never board without air conditioning during COVID. If the pilots are running late; a mechanic should be brought down to turn on the air. A few minutes would be acceptable but when the tower is contacted; something should be done in a timely manner. Flight attendants should be allowed to let passengers deplane under such extreme conditions where everyone's safety and health are put at risk.




Synopsis: Flight Attendant reported passengers were boarded before the pilots arrived at the aircraft. No air conditioning was available and passengers began removing their face masks.
Date: 201910
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Confusion; Communication Breakdown; Human-Machine Interface; Training / Qualification; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew FLC Overrode Automation
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I returned from break and we were at FL370; assigned Mach .82. Briefed the UNOKO 25N arrival with the transition to the ILS Y 25R. Completed Descent checklist and Control gave us initial descent to FL350. Clearance complied with autopilot on and VNAV Speed. Shortly; thereafter; we were given a descent to FL250 in 50 nautical miles with a transition from MACH .82 to 310kts. No specific point on flight plan was given to be at FL250; just a range. I picked a conservative point (fix) within 50nm; engaged VNAV speed with throttle 'HOLD' annunciated.I briefed one more item during descent regarding Transition Level at FL070. My FO (First Officer); prior to off the blocks advised me he is a full-time bunky (RFO; Relief Officer) and doesn't get much time in the right seat. Trying to be a nice guy I stated; 'If you have questions feel free to ask.' He was struggling with communications in Maastricht airspace right from the start.Things went south after I mentioned the Transition Level with a response from FO; 'Where did you get that.' I mentioned the ATIS and a few seconds later next question; 'where is it in the box?' Now we are fumbling with the box and I was losing my profile in reaching FL250. I check VNAV and we are in a cruise descent with MACH .82; no transition speed. I check the descent page and there is 310 kts. I did not insert that speed but I chose to return to cruise descent and manually insert 310 kts. as it appeared we were slowing. The arc on map mode was extending further from the airplane and in hindsight the better option would have been flight level change. More frustration from FO and I tried to become an instructor at the wrong time. I was flying pilot and should have been flying the jet. Next thing I hear is the overspeed siren and I initially thought autopilot. Fatigue and distraction were factors. We were around FL280; not FL210 per our write up; clean configuration and 12-15 kts. of overspeed. I disengaged autopilot; raised the nose to decelerate and extended speed brakes. The ordeal lasted 10-12 seconds.Not sure what our bunky was observing but I take full responsibility for my degraded situational awareness. Rest of approach &amp; landing was SOP. Debriefed maintenance on the ground with appropriate log book entries.




Synopsis: B777 Captain reported First Officer unfamiliar with descent procedure.
Date: 202012
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 In Charge
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Time Pressure
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: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Upon boarding [Passenger X] was noted to have a valve connected to his mask board. As Flight Attendant A was able to ask the valve be covered with one of the on board masks or swapped at his discretion due to the company not permitting direct exhaust valves. He indicated his mask had filters on the interior and was disappointed he could not use his preferred mask.  After discussing with crew we agreed the valve at least needed to be covered or swapped out. Mask was swapped prior to departure. Advised I had asked for a Supervisor to ensure we were on the same page regarding masks and valves noting it was not my intent to single him out or pick on him; but wanted to ensure we were on the same page for policy. The passenger thanked me and we departed for ZZZ1.Enforce policy at gate.




Synopsis: Flight Attendant reported a passenger that had a valve on their mask was asked to replace the mask or cover the valve.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
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: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise began getting nacelle overheat indications on number one engine. Suspected hot air leak and temps ranged from 320 to 385c. No other engine indications. Decided to proceed to [destination] for landing. Upon landing shut left engine down; inspected by ground fire and maintenance crews. Taxied to gate on right engine.


Second narrative: Upon reaching our cruising altitude of FL220 my Captain and I observed the engine system page continuously popping up and then disappearing; and upon bringing up the engine page noticed the NAC temperature on the #1 engine fluctuating between normal and very high. The fluctuation continued with temperature indications reaching as high as 385c. Both my Captain and I agreed that the safest course of action would be to [divert to an alternate]. We decided the most suitable airport would still be [destination] since there were no other real good airports along our route of flight. We continued to [destination] whereupon landing we had personnel meet the aircraft to inspect the left engine. The engine was observed normal so we continued to the gate single engine using the #2 engine.


Synopsis: A320 flight crew reported continuing to destination after noting high nacelle temperature indication on #1 engine.
Date: 201405
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: After clearing Runway 29; we were instructed to cross the concrete block; taxi on Yankee; hold short of Uniform. After we crossed the concrete block; we both misinterpreted the Taxiway Yankee sign and ended up on Taxiway Alpha. I am always frustrated by the Newark taxiway signs; which seem to be placed in non-standard locations relative to the taxiways. Next time; unless we are 100% sure of the taxiway; we will ask Ground for more clarification before moving. Have we ever asked for a review of the Newark taxiway sign placements? There must be taxi errors here all the time.

Callback: The reporter stated they exited Runway 29 at Taxiway W2 and made the slight right onto W; then left on to RM and missed Taxiway Y signage before turning left onto A. The reporter stated that in general EWR taxiway signage is non standard because in many cases the sign is adjacent to or after the taxiway. He expressed great frustration at his taxiing on every EWR arrival and departure. It is not always possible to pre-brief a taxi route and so a high level of anxiety and stress develops at this airport; unlike any other he flies in and out of.



Synopsis: While exiting EWR Runway 29 at W2 after landing; an air carrier crew missed the Taxiway Y sign on Taxiway RM and entered Taxiway A.  Reportedly; the signage is confusing or not visible.