elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Checklists
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: While sitting at the gate with passengers boarding; I heard a loud pop and the window shattered leaving me with glass shards all over me. The aircraft had a write up from the previous flight that a checklist needed to be replaced. After calling maintenance control; two technicians arrived at the aircraft. They said the previous crew had used the checklist as a sun blocker. They had a hard time removing the checklist. They believed that is why the window failed.




Synopsis: A320 Captain reported the cockpit windshield shattered during passenger boarding. Maintenance determined; based on previous logbook discrepancy; cockpit checklist was improperly used as a sunshade on previous flight.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Coalescer Bag
Component problem: Malfunctioning
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon applying APU bleed at gate; entire aircraft experienced a strong dirty socks odor. Pack isolation did not resolve issue. APU bleed off decreased intensity; but strong residual odor remained onboard. Crew deplaned shortly after bleed turned off.




Synopsis: Air Carrier pilot reported a fume event upon applying APU bleeds at gate. APU bleeds were turned off and the crew deplaned.
Date: 201308
Local time of day: 0001-0600
Location: ONT.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C ONT
ATC / advisory: TRACON SCT
Aircraft component: FMS/FMC
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During preflight briefing; we noticed the ONT PRADO7 departure SID for Runways 26; did not include the PDZ 6 DME 'at or below 4;000' constraint in the database.

Callback: Reporter states that he is certain that Runway 26 was programed as the departure runway and that the six DME crossing restriction was not part of the PRADO 7 departure routing in the FMGC.



Synopsis: A320 Captain reports discovering during preflight that the FMGC does not show the six DME crossing restriction on the PRADO 7 SID departing Runway's 26 at ONT.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Ducting
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: On initial climb-out; at about 1;000 FT AGL; the 'TAIL COMPT TEMP HIGH Light' came on. We promptly declared an emergency; turned downwind while climbing to 5;000 FT. We accomplished the appropriate memory items and checklists; and expedited a return. The light extinguished in about thirty seconds. The emergency was exacerbated by moderate turbulence due to thunderstorms in the area. First Officer did an excellent job dealing with the checklists and keeping the flight attendants calm. We asked for ARFF to check us out after landing; which they did. ARFF cleared us; we then taxied back to the terminal while ARFF followed. We deplaned the passengers at the gate.




Synopsis: MD82 Captain experiences a TAIL COMPT TEMP HIGH Light shortly after takeoff and returns to departure airport after declaring an emergency and complying with QRH procedures.
Date: 201603
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC Overrode Automation
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The First Officer (FO) was the pilot flying the ILS 19L into SFO. The weather there was IMC with strong winds at about 30 knots gusting to about 40 knots and rain. He captured the localizer and glide scope for ILS 19L while on the auto pilot. Everything seemed normal till just outside of ROGGE intersection when I notice a yellow line through the glideslope on the [flight computer].I waited a second to see if it was momentary loss of the electronic glide [slope]. As I was just about ready to tell the First Officer I saw the autopilot kicked off. I thought he turned it off; but later I found out it was an uncommanded disconnect. I then saw that I got my glideslope back and the FO was still having some problem with his side.I took over the plane at that moment and notice we were about a dot and a half high on the glide [slope]. I slowly pulled back power and lowered the nose and got to one dot high but I could not get any closer because our target airspeed was 145 knots and because of the gusty winds I could not push the nose down further in fear I can over speed the flaps with the airspeed bouncing around because of the winds.I did see the runway but did a go around at about 1;000ft. ATC did ask us why we went around I told him we were not stable for the approach. Later on while being vectored back for the ILS; I also told ATC that we lost the signal to the glideslope and that coupled with the winds /weather was why we went around. We notice on the radio another aircraft asking about the glide scope it seems that they lost the signal momentaryarily too. We then did a second approach with no loss of glideslope and landed in SFO safely.


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


Synopsis: During final approach to SFO in weather; the glideslope became intermittent. Flight crew executed a go-around and landed on the second attempt. Other crews commented about the quality of the ILS signal.
Date: 202201
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Equipment Issue
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Airspace Structure
Primary problem: Airspace Structure

Narrative: Due to continued 5G interference in the DEN area we lost GPS-L; GPS-R; and got an XPNDER FAIL light turning over FFFAT on the LAWGR 3 arrival.  Later after capturing the localizer to 35R we could see the depicted path on the navigation display was offset from the actual localizer final approach course.  No further issue or anomaly was experienced.  Systems returned to normal by the time we parked at the gate.




Synopsis: Air carrier First Officer reported GPS and Transponder failure along with course misalignment indications on localizer.
Date: 201505
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taxing; I observed and heard one aircraft on base; one on downwind and another reporting that he was entering a downwind for runway 18. At that time; I did not hear anyone reporting on final. After a brief look; I entered runway 18 from a 45 degree taxiway at the midfield intersection; quickly departing with no delay from the taxiway. After turning crosswind; I heard a broadcast from a pilot saying that a plane just took off in front of him while he was landing and that he was executing a go-around. I was turning from upwind to crosswind when I heard this broadcast and did not respond because I did not feel it was appropriate at the time.I choose an intersection takeoff from a 45 degree taxiway in the center of a 5;000 foot strip possibly limiting my view of the aircraft on short final.




Synopsis: A C172 pilot reports not hearing or seeing any traffic in the pattern that would conflict with his mid field takeoff. Another pilot radios that he is going around from short final due to the conflict.
Date: 201903
Local time of day: 0601-1200
Location: RHV.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Single Engine Turboprop Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class D RHV
ATC / advisory: Tower RHV
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: RHV is a busy training airport with two parallel runways. There were many airplanes in the pattern at the time of my departure. I requested a right turnout. I was directed to Runway 31L; which I initially thought was somewhat unusual given my right turnout request. My takeoff clearance was to depart and make my right turn 'at the freeway' (the southern boundary of the nearby SJC Class C airspace); which I presumed was to get out in front of traffic departing from the right runway; which was also turning right and staying in the pattern. Shortly after takeoff; the Tower Controller called out traffic at my 2 o'clock. I visually observed that traffic and confirmed it was no conflict; then told the Controller I was beginning my right turn. I suddenly noticed an airplane passing just below from my left to right at a very close distance. I don't recall whether my on-board traffic alerted me. But I definitely know the Tower Controller said nothing about it; either before or after it passed. Because the Controller was busy with numerous aircraft; I did not want to tie up the frequency asking about the potential conflict.So; one of these must have occurred.1) An airplane entered the Class D from the opposite direction; very close to the airport; without talking to anyone.2) The traffic departing from the right runway drifted left and passed underneath me before starting its right turn.3) I miss-identified the traffic callout by the Tower and turned over the top of departing aircraft.In this particular case; I could have refused the left runway assignment and waited for the right runway to clear. I could have sought clarification for the traffic alert from the Tower. I could have climbed steeper to more quickly get above any aircraft in the traffic pattern. I learned to be extra vigilant in situations where multiple aircraft are departing from parallel runways; especially when turning the same direction.




Synopsis: GA turboprop pilot reported NMAC with traffic that was unreported by a 'busy' ATC Controller at RHV.
Date: 202011
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Workload; Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: [I have concerns with] the COVID pre-takeoff PA; which now instructs passenger that flight attendants will collect trash during safety compliance checks. Topics of concern:1. Would this action not be a direct conflict with FAR 121.391 (d)? It is understood that collecting a few used cleaning wipes and some cups does not present an issue. Some may even consider it like collecting pre-departure beverage cups prior to takeoff. However; managing empty pizza boxes (and similar bulky items) will require flight attendants to unlock carts (and/or trash cart doors) since the openings are too narrow to accept such items (FAR 121.577 (c).2. The Flight Attendant could offer to return later for bigger items; but would that not require a judgement call during an extremely limited period? This adds a new distraction from more critical safety matters (seat-belts; tray tables; etc.). A Flight Attendant is responsible for (depending upon aircraft) checking for more than 20 items during routine pre-takeoff/landing compliance checks.3. The Flight Attendant must now carry a trash bag during compliance checks leaving only one hand free to steady themselves from a fall. It is confirmed that taxi surface movement is a high-risk period for injuries. Also; the revised policy now adds more time (additional duty) before being able to secure in a jumpseat.Knowing first-hand the history of Flight Attendant injuries related to surface movement; I strongly recommend the company reevaluate and consider changing to a more reasonable expectation of trash collection after takeoff.




Synopsis: Flight Attendant reported concerns regarding the COVID-19 pre-takeoff PA instructing passengers to give the FAs trash during the safety compliance check. Flight Attendant believes this detracts from the main reason for the safety check.
Date: 201706
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Human-Machine Interface; Distraction; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Company Policy; Human Factors
Primary problem: Procedure

Narrative: MISAPPLICATION OF 4TH LINE 'PRESENT HEADING'ZID Indianapolis Center sectors abutting the southeast area of ZAU Chicago Center have controllers who routinely misapply 'PH'[Present Heading] in the 4th line.Today at ZAU sector 36 FWA/Fort Wayne I observed two instances:1.) Aircraft X climbing FL187 to FL220 and turned right of course (from direct FWA) but the data block read 'PH;' which is incorrect. This aircraft was in ZID sector 32/33 MIE/ROD Muncie/Rosewood2.) Aircraft Y at FL240 and turned left of course from FWA. But data block read 'PH' incorrectly. ZID sector 88 DAY DaytonRemedial training for ZID controllers. Headings are more meaningful-and legal-when they are 10R; 15L; 320; etc. PH is only for when an aircraft is to fly a heading beyond a fix where they would otherwise turn.




Synopsis: Chicago Center Controller reported that Indianapolis Center controllers are not using the letters PH (Present Heading) correctly when entering the information in the fourth data block.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dawn
Aircraft: B757 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: Electrical Distribution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We received a call from the Flight Attendant that she detected a VERY strong smell of electrical smell and observed a 'haze in the cabin.' I gave control of the A/C to the First Officer as I was flying and directed the FAs to shut off the ovens. They replied they were not in use. I then asked them to pull the circuit breakers. We waited about a minute; then determined the smoke had not dissipated but had not gotten worse. I noticed that we were just past ZZZ and thought to myself that ZZZ would be the closest airport to divert to. I asked First Officer to [advise ATC] and as I told the FAs to prepare the cabin; we determined that the smoke and smell dissipated. The First Officer and I reevaluated the situation and we elected to ask for a diversion to ZZZ1. We had several texts back and forth with dispatch and diverted via the divert page in the FMC. I tried several time to get a 'call me' from dispatch. I never got one. I could not get in contact with the company on ZZZ ops frequency and ZZZ1 could not hear us clearly enough to communicate. I wound up simply getting a text back from dispatch; 'are you diverting?' I told them yes we are going to ZZZ1. I pushed 'call me' again so he could weigh in but at this point we started down for the airport and the final decision was made. I considered a SAT call but at that point; again we were running out of time where we were not busy; so we pressed on ZZZ1. We proceeded to ZZZ1 without further incident. The CFR first responders met the AC [on the taxiway] and we advised them there was no smoke and they followed us to the gate.


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


Synopsis: B757 Flight Attendant reported haze and a strong electrical smell detected in the cabin. Aircraft diverted and there was no haze after landing.
Date: 201410
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We missed the revised segment on our PDC giving us a different RNAV departure.  Loaded and flew the FTHLS 1 rnav departure but our PDC revised us to the LALUX 1 which has initial turn to northwest instead of southwest from a 25R departure.  No excuse but we got talking about the EDCT time and how the PDC had the words 'wheels in the well' on it.  Again; no excuse.  It was right there in front of us; plain as day.  I can't believe we missed it. ATC saw us heading southwest and vectored us back to the northwest. There was no other traffic involved or close by. From now on I will actually hold the pdc in my hand while doing the legs verification check just like I do the flight plan as a reminder to look at it more closely.




Synopsis: B737-800 Captain reports not detecting a SID change in the PDC; resulting in a track deviation on departure. ATC quickly detects and corrects the error.