elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch; Taxi; Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Taxi; In-flight; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After announcements were made; safety presentation done; FA passed through the cabin a couple of times; no direct information was provided to First Officer in Uniform (text messaging). Passenger in front of him as well as space available passenger next to the first officer; were all texting. I could clearly see that the First officer's phone was not in airplane mode. I took a few pictures. Even after rolling on the tarmac; the First officer continued to [text message]. Then he placed the phone in the seat next to him and continued to message; I could see his hands moving over his phone. We finally took off and he was able to once again message. He was setting a bad example as passenger next to him felt that if he could; in uniform; why not them?  Thus setting a bad example to others when in uniform.




Synopsis: Flight Attendant reports noticing a First Officer in uniform in a cabin seat texting during boarding; taxi; and takeoff. FA believes FO's actions set a bad example for the passengers.
Date: 201209
Local time of day: 0601-1200
Location: DCU.Airport, AL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E HSV
ATC / advisory: CTAF DCU
Second aircraft: RV-6
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: [I] departed approximately 1 minute before other aircraft; both going to DCU. Climbed to 4;500 MSL to get out of low altitude turbulence but had head wind. From talk with other pilot after event he stayed low to avoid head wind. Turned on autopilot direct DCU. At approximately 15 miles out from DCU I started powered descent (still with autopilot on) to get under HSV Class C shelf. [I] tuned to DCU Unicom [and] called location as 15 miles northeast DCU. Heard call from other aircraft; one being subject aircraft. He reported 14 miles out from the northeast. Started looking for the aircraft but did not see him. From previous flights similar to this one; an aircraft can be many miles apart while being the same distance to the northeast. Next call was from subject airplane 'You just passed over the top of me'. Both aircraft landed. He reported that I passed over 100-200 FT directly overhead.Problem:1. Both aircraft on GPS track autopilot from the same airport to the same airport. 2. Did not realize that I could have an aircraft under the nose that would stay hidden due to #1. above. 3. Failure to communicate altitude information between aircraft to provide better situational awareness. 4. Class C shelf over airport contributed as it funnels aircraft low at a distance.To prevent a recurrence: 1. Offset GPS track when other aircraft are going the same direction. 2. Communicate altitude in position report. 3. Communicate with ATC as they would have seen the other aircraft as an intersecting target. ([I] did not as ATC is not always the most cooperative with experimental aircraft. 'Experimental XXX remain clear of Class C airspace').




Synopsis: Experimental pilot reports a NMAC during descent; with another Vans aircraft that had departed one minute earlier with the same destination.
Date: 201206
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Relief Pilot
Human factors: Communication Breakdown; Physiological - Other; Situational Awareness; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural FAR
Detector: Person Dispatch; Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Diverted to a foreign airport for destination weather below minimums. Called Company Crew Desk to ask about duty day contractually and FAR's. Noted pages of contract we felt applied. 747 Crew Desk person said we had even 2 hours extra of crew duty day and must continue to our destination. We were all tired and asked again about if we were legal for FAR's and contractually. Crew Desk said yes. Took off without enough duty day to complete flight. Total duty day was 19:40 and limit was 19:30. Violation of FAR'S. It used to be the Crew Desk gave us valid information and we could trust it. Dispatcher also said we had enough day to complete flight. We had no idea we had violated FAR'S till next day when it showed up in the scheduling computer.




Synopsis: A fatigued B747-400 crew was told they had enough legal duty time remaining to complete the 19+30 hour duty; but discovered the following day the Company had lied and in fact they violated an FAR.
Date: 201406
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLA
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: After takeoff and clean aircraft we had a frequency change to SoCal Departure. The aircraft was warm so the F/O was checking the air conditioning pacs. I had selected autopilot A; which did not engage and took me a couple of seconds to realize it because of the climb and I thought it captured 7;000 feet. I did not select VOR/LOC and was pushing up climb power. ATC was calling another carrier (our number); he used this call sign at least three times; and was asking if we were turning onto the radial to POM but using the other carrier call sign. PNF said we were in the turn and ATC advised us that we had missed it by about 2 miles. The plane climbed to about 7;300 feet I began a descent back down as I was not sure if we were north of the POM at the time. When I knew we were back on the right course and position I resumed the climb.


Second narrative: I was the PM on the Pomona Departure out of ONT. Everything was normal and standard through the takeoff and initial climb. Captain briefed the SID; but not the modes he would be using. At 400 feet he called for heading select and he flew the 256 bug to intercept the POM 114 radial inbound. At that point I became distracted by selecting the packs to high; the power reduction that accompanies it. He became distracted by something also and we flew through the radial without intercepting and climbed above the 7;000 foot crossing restriction at Pomona by about 400 feet. During all this the Captain attempted to select the autopilot on but it didn't take because he didn't press the button hard enough. So he thought the AP was engaged when it wasn't; which is why we blew through 7;000 feet although 7;000 feet was in the altitude window. Neither of us were monitoring the FMA or the flight path (vertical or lateral). When we realized what was happening; ATC called and queried us on our track but not our altitude. We were about 2 or 3 miles SW of POM when we turned toward POM and descended back to 7;000 feet.


Synopsis: Pilots report of busting an altitude and flying slightly off course due to auto pilot not engaging; and doing other duties in the cockpit.
Date: 202109
Location: I90.TRACON, TX
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Second aircraft: Commercial Fixed Wing
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: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was PF (Pilot Flying) on this leg; we were cleared to descend via KIDDZ 3 RNAV Arrival into HOU. Winds aloft were light and we were about eight miles behind a Company aircraft also following the same clearance and flight path; which led to some intermittent moderate turbulence. We were at 12;000 ft from the crossing restriction at SNIFY [when we] encountered the wake turbulence. I elected to descend early to 11;000 ft to avoid the conditions.The first attempt to do this I selected the ALT INT option to start the descent early to the next 11;000 ft restriction at RVEEE. That did not work for some reason; and the turbulence was not letting up; so I set the altitude to 11;000 ft from 6;000 ft (from the descend via clearance) and descended in Vertical Speed mode to get the aircraft down. I selected VNAV again once established at 11;000 ft to continue the arrival. Shortly after reaching 11;000 ft and selecting VNAV; we crossed RVEEE and I was expecting the aircraft to descend to make AAHZZ at 10;000 ft. The aircraft did not descend and I couldn't figure out why; and immediately was in the Yellow if not Red per the RRM (Risk and Resource Management) model. I quickly figured out the altitude selection in the MCP (Mode Control Panel) was not reselected to 6;000 ft. I quickly set the lower altitude and initiated a descend as quickly and safely as I could; but the delay in descent put us 700 ft high over AAHZZ. ATC didn't say anything; nor did we as there weren't any other aircraft conflicts.It is vital to maintain situational awareness and vigilance especially when changing descent modes during an RNAV arrival. The turbulence distraction should have been a trigger to do so to avoid errors such as not resetting the clearance altitude after reselecting the original MCP vertical mode VNAV. Another option was to request vectors from ATC or a delay vector to laterally escape and avoid the wake and alleviate the VNAV demand until we were well clear of the rough air.




Synopsis: Air carrier First Officer reported they failed to make a crossing restriction after encountering wake turbulence on descent into HOU.
Date: 201702
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Weather elements / visibility: Rain
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Engine Oil Seals
Component problem: Failed; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise at FL320; eastbound in oceanic airspace; the left engine oil quantity began dropping. We monitored the loss and contacted Dispatch and Maintenance Control (MC). We continued a dialog with MC as quantity continued to decrease. Oil pressure and temperature remained normal. Eventually oil quantity decreased to zero but pressure remained stable for about an hour. Dispatch and MC were kept in the loop. Oil pressure began to decrease but remained just above redline. Oil pressure yellow caution light began flickering. As long as the engine was still able to operate per QRH guidelines; we considered continuing to [destination]. But Weather at destination was at CAT III minimums and forecasted to be that way at our arrival. [An enroute airport] was considered but due to Weather and wet and shorter runway and a possible night single engine landing; we decided that our safest course of action was to proceed to ZZZ; which had good weather and long runway. We [advised ATC of emergency] and were cleared direct ZZZ. Engine remained operating and we made a normal landing. Upon investigation; ZZZ Maintenance found no oil in the reservoir and oil dripping from the engine and cowling. We secured the aircraft and went to the hotel.


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


Synopsis: B767 flight crew reported loss of oil quantity from the left engine that resulted in a diversion.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ; Class G ZZZ
ATC / advisory: Military Facility ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Time Pressure; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I received a phone call from a student I had signed off for a solo VFR cross country stating that they had landed in a field. They had said that the fuel annunciator lit up; and the engine sputtered; so they increased power and enriched the mixture. This had no effect on the aircraft performance. The engine then died; and the student proceeded to execute the emergency checklist after contacting the Military GCA and notifying them of their situation. The student landed in a wheat field without harm or damage to the aircraft.




Synopsis: An instructor pilot reported that his student pilot on a solo cross country had a C172 fuel system malfunction which caused him to land successfully in a field.
Date: 201811
Local time of day: 0601-1200
Location: EISN.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A EISN
ATC / advisory: Center EISN
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Noted low right engine oil qty. Shutdown engine per QRH engine shutdown procedures.


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


Synopsis: Air carrier flight crew reported engine shutdown per QRH for low oil pressure.
Date: 202101
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other N/A
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Zone X room number Y; separate two tables to avoid any contact with each other while employee is taking their break; CSR states table were better when there was one by the wall and the other one by the window preventing no contact with another person. Plastic shield should still be used on both tables.




Synopsis: Ground employee reported plastic shields should be added to the tables in a break room.
Date: 201512
Location: SAN.Airport, CA
Weather elements / visibility: Rain
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: The concrete floor of the bag room in SAN is polished and is slick when wet and creates a dangerous work environment. Tractors driving through the bag room cannot stop properly because of the wet floors and tires. Also; the bag carousel in the bag room has a reach over height of 25 inches and has several posts bolted to the ground to protect the belt itself. These are placed approximately 8 inches away from the belt which now creates a tripping hazard and an even greater reach to grab bags off the carousel. These complaints have been mentioned for 2 years since we moved to this new terminal and local management has refused to address these issues! Management has said that they will not respond to these complaints until literally hundreds or thousands of GSAP files were sent and word finally gets to headquarters! This is an extremely incompetent management style and also dangerous for those working in this area.




Synopsis: Air carrier Ramp Agent reported an unsafe situation in the bag room with polished floors and moisture combining to make a very slippery surface.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We encountered turbulence on the climbout. Passengers informed flight attendants that 'part of the wing had fallen off.' Flight Attendant initially was unable to leave her seat due to turbulence; but was later able to gather info and observe the damage. She communicated to me that part of the flap had departed the aircraft and that another part was dangling. I alerted ATC that we had lost a part of the flap and that we wished to divert to [a nearby airport]. I gave an approximate location that we encountered the turbulence and where I though the part was lost. We landed uneventfully and the fire chief directed we shut down and be towed to the gate due to the dangling part under the wing.


Second narrative: Upon further inspection on the ground and consulting with Maintenance; we could see that no flaps were damaged or missing and the only abnormality appeared to be that the left outboard flap track cover/canoe was loose and hanging down. We made a logbook entry and turned the airplane over to Maintenance personnel.In my opinion I believe that the Flight Attendants could be better trained to identify major pieces of the airplane; especially those visible from inside the cabin. If we could have had more accurate information regarding the problem; we could have prevented additional uneasiness to the passengers; and also raising fears in Dispatch.


Synopsis: A flight crew reported they were advised by a Flight Attendant that a passenger had observed some parts falling off the wing. The flight diverted to a nearby alternate airport.
Date: 201305
Local time of day: 1201-1800
Location: N90.TRACON, NY
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification; Workload
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After a 2 hour 45 minute delay and a 40 minute taxi out we finally departed Runway 13 in LGA. I was the pilot flying the TNNIS RNAV departure. It was a bit bumpy and I was hand flying the departure. We were told to level off at 5;000 FT. As I passed through 4;000 FT I pulled the power back to stay within the speed limits and was leveling off at 5;000 FT when we got a heading to turn to from ATC. At the same time as I started the turn we got a; 'Monitor Vertical Speed' as I leveled off and ATC mentioned something about traffic. I was at 5;000 FT and glanced at the target on the TCAS and I thought I saw it at 500 FT below and climbing. I looked at the HSI saw red above and for some reason (thinking the traffic was climbing) I started to relax the pressure on the yoke and started a slow climb. I eased up to approximately 5;100 FT and I realized my mistake and started back down as the aircraft told me to descend. I leveled off at 5;000 FT and was clear of the event. The other aircraft was a GA aircraft out sight seeing. Remember; don't climb or descend into a red zone on a traffic alert even if you think you see something else. Trust the system. I would have been fine if I had just leveled off.




Synopsis: An air carrier Captain reported after departing LGA Runway 13 and while leveling at 5;000 FT he received a TCAS RA DESCEND but mistakenly climbed into the traffic opposite the TCAS command.