elihoole/asrs-aviation-reports huggingface dataset:
Date: 202105
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Troubleshooting
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Software and Automation; Procedure
Primary problem: Software and Automation

Narrative: FAA National Airspace Incident Monitoring System (NAIMS) NOTAMS system stopped uploading new NOTAMS on Date. I revised a flight release on the aircraft. I was relieving Dispatch desks XX and XX1. Both of those dispatchers did not tell me that the FAA NOTAM system was not updating with newly issued NOTAMS. I saw a screen printer message to access Defense Internet NOTAMs Service (DINS) to look-up NOTAMS. Due to task saturation and dealing with multiple storms en-route; multiple re-routes; phone calls and turbulence I was unable to access DINS for the flight. When I could access DINS; the server wasn't responding due to overload. The flight landed and blocked in at ZZZ without incident.  The cause was the FAA NAIMS NOTAM system not updating with newly issued NOTAMS. I believe if this happens again in the future there needs to be better communication on turnovers that the issue is occurring. I also think that supervisors should make an announcement in the department shortly after a new shift starts to let them know of the issue. Multiple screen printer messages I think would also help. But most importantly this information needs to be included on turnovers and an announcement over the PA should be made by the ATC desk; Chief Dispatcher or Duty Director.




Synopsis: Air Carrier Dispatcher reported NOTAMS were not updating through the company's system.
Date: 201304
Location: BUF.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C BUF
ATC / advisory: Tower BUF
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: IFR flight plan; VFR conditions. Practice ILS 23 approach to BUF. Given vectors while on the GPS localizer; the needles showed to the right. Followed needle; went to right of approach path. [We] did not see airport. Tower vectored me for another approach. GPS had malfunctioned and did not show proper airport location. On second attempt (successful) GPS was switched back to GPS from OBS but did not automatically switch back to OBS; that is; it did not automatically switch it to the localizer/glide slope off of the #1 NAV. Aircraft has only 1 GPS so no cross checking was available when flying with GPS. Also; I will be sure to check the GPS switches from GPS to OBS. Lesson learned; check everything twice. GPS manufacturers should emphasize checking that the unit switches automatically from GPS to VOR localizer/glide slope.




Synopsis: PA44 pilot discovers late that the OBS has not switched automatically from GPS to LOC during an ILS approach; resulting in a significant course deviation and a go around. The second attempt is successful with the OBS manually switched to LOC.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Duchess 76
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was getting a checkout in the Beech Duchess and while doing single engine operations at 3;000 FT the left engine failed to restart [after a planned engine failure exercise]. An emergency was declared by the instructor and I made a single engine landing at the airport where the airplane is based. No damage to the aircraft was perceived.




Synopsis: When the left engine failed to restart after a training engine failure exercise the instructor pilot declared an emergency and the pilot in training performed a successful landing at their airport of departure.
Date: 202008
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Passenger X was asked to put on his seatbelt 3 times before the aircraft door was closed and asked to place his carry on item under the seat but he didn't; also his face covering was on his chin.  I asked him to put his bag under the seat put his seat belt on and place the face covering over his nose and mouth but after the door was closed Passenger X still didn't comply. I let Flight Attendant A know.




Synopsis: Flight Attendant reported a passenger was not compliant with seat belt; carry on placement and face mask policies.
Date: 201901
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ORD
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Procedure
Primary problem: Procedure

Narrative: At the top of the H/K alleyway in KORD; we received our taxi clearance from ground control. I wrote the clearance down after reading it back; and as I looked up; there was a bus traveling fast from right to left cutting in front of us. The Captain saw the bus at the same time as I exclaimed about it; and he applied the brakes. During the stop [a] FA (Flight Attendant) fell. Afterwards; we reported the bus to the ramp and returned to the gate to have the Flight Attendant assessed by medical personnel. The bus on the ground did not yield to our aircraft and was traveling at too high of speed.The bus driver should slow down and yield to aircraft that are moving.




Synopsis: Air Carrier First Officer reported taking evasive action to avoid collision with a bus unsafely cutting across the taxiway resulted in a Flight Attendant injury.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Haze / Smoke
Light: Dusk
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ2
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Human-Machine Interface; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: An uncommanded roll to the right caused a deviation from the lateral course. I disconnected the autopilot via the control yoke disconnect button. I still had to physically overcome the control pressure so I also pulled the trim circuit breaker in case it was a factor. This did not change the control pressure. I used physical force to level the wings and turned the aileron trim which was very stiff and this abruptly changed the control pressure. I was able to hand fly and coordinate the rest of the procedure with ATC. Once in visual conditions I tried to see if the autopilot would work and it started a turn to the right again. I disconnected without any issue and hand flew the rest of the flight. Once on the ground I called ZZZ1 [Tracon] to ensure they were aware of my conditions and make sure no further actions were needed with their involvement.




Synopsis: A CE 525 Pilot reported an autopilot malfunction caused the aircraft to roll to the right; resulting in a temporary loss of control.
Date: 201505
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were holding short of the departure runway at a Class B airport; and were expecting an immediate departure clearance. We had accomplished the before takeoff check to the line; when the SELCAL alert went off; momentarily interrupting our ability to hear ATC's transmissions. The ACARS printer output a message; which turned out to be a message from Crew Support asking me (the First Officer) if I could cover a standup that night and into my day off.Both my captain and I found the message very distracting; since it occurred during sterile cockpit and during a critical phase of flight. Neither of us had ever had a SELCAL while holding short of the runway; so we thought maybe we'd had a security threat to the airplane; or a flight cancellation; or something serious. If this message had arrived during an even more critical phase of flight (say; a go-around from a Category II approach; or a traffic warning call from ATC); the loud 'SELCAL' sound could have interfered with critical communications.The root cause appears to be the fact that Crew Support is deliberately sending non-critical communications to pilots while aircraft are enroute. I feel that if this practice is continued; it could result in a degradation of safety.ACARS messages for enroute aircraft should be restricted to flight-critical messages only (weather or flow delays from dispatch; communications from Maintenance; gate arrival information from Operations; etc.) I do not believe that Crew Support's attempts at covering open time should be considered flight-critical messages.




Synopsis: A CRJ-700 First Officer reported the flight crew was distracted by a company communication while awaiting an ATC clearance and holding short of the runway.
Date: 202012
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Aircraft component: Rain Repellent System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Aircraft
Primary problem: Aircraft

Narrative: There is a trend with 737 windshields in that they no longer repel water when operating in rain. In addition; multiple aircraft I've flown have window crazing exacerbating the visual distortion in rain. In the past; I have contacted Maintenance and completed write ups which all resulted in being told there is no mitigation for this. Upon doing some research I learned Boeing used to have; and may still have; a procedure for applying Rain X to the windows. In the interest of safety; I'd like to suggest crazing be polished out of windows in accordance with Boeing's procedures; and some sort of hydrophobic coating be applied. It can be argued that windshields should be written up prior to accepting an aircraft; but there are two reasons this argument doesn't stand. First; a crew may fly an aircraft from an area with no rain to an area with rain and not realize the windows don't allow for adequate visibility until in the landing phase; and second; because I've attempted to rectify this numerous times either with Maintenance or through the reporting process with no changes being made. As far as writing an aircraft up after an event; I know there won't be anything done about it from past experience.




Synopsis: Air carrier First Officer reported the B737 windshields no longer repel water when operating in rain.
Date: 201706
Local time of day: 0001-0600
Location: SFO.Airport, CA
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: FMS/FMC
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
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We talked to Clearance and asked why were not given the TRUKN1 departure and the response from clearance was that the FMC has an issue with the Honeywell box that it won't fly it. I asked can we try it; but still comply with the right turn 040. They said they would let ground know. On departure the MCDU didn't turn at 520 feet like the departure was supposed to so we turned the aircraft to 040 in heading mode. Tower asked if it worked and we reported no it did not. Switched to Departure and they cleared us direct DEDHD. The Pilot Monitoring (PM) selected direct DEDHD from the departure procedure and then activated it. I was in the turn and the MCDU completely dumped the entire flight plan along with now director or guidance. I knew where DEDHD was; so I flew a general heading to it. The PM reprogrammed a fix direct DEDHD and then went to LNAV. Upon programming it again; the same thing happened again. This time the PM programmed DEDHD without it being in the TRUKN1 departure and the flight plan stayed in the MCDU.Why didn't Honeywell disclose that this is a known issue so that the training department can let the Check Airman know about this very threat. I find it extremely troubling that ATC Clearance knew about the issue and we as Check Airman had no clue! This is a threat to us as an operator and a Check Airman.  Honeywell should have informed the company of this issue before even operating this aircraft and very disappointed that SFO Clearance knew about this issue and we did not.




Synopsis: EMB-175 Captain reported the Honeywell FMS will not properly fly the TRUKN 1 departure from SFO. Captain reported that ATC seems to be aware of the problem.
Date: 201204
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: IMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SFO
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: RAAS operation seemed normal. RAAS did not work crossing Runways 1L and 1R. RAAS operated normally for Runway 28L. We could not find any NOTAMs or reason why RAAS did not work for this runway. We entered this in the report.




Synopsis: An Air Carrier Captain reported his aircraft RAAS operated normally crossing Runway 28L but failed to alert crossing Runways 1L/R.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Workload; Situational Awareness; Communication Breakdown; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Human Factors; Incorrect / Not Installed / Unavailable Part; Staffing
Primary problem: Company Policy

Narrative: Opened the # 1 engine left-hand engine cowl and thrust reverser (T/R) on an MD-11 aircraft at Gate XXX for hanger crew to Remove and Replace (R/R) the # 1 Engine Integrated Drive Generator (IDG). Did not pull and collar the circuit breakers called out in the Aircraft Maintenance Manual (AMM) 71-10-00-2-1. Was working other gates and also right after cowling was opened; hanger mechanics showed up and I gave them a turnover and forgot to pull and collar circuit breakers. I was working other gates that night; things were hectic and [I] was going back and forth to other aircraft. I did miss pulling and collaring the circuit breakers. I think if one is assigned to work an Out of Service (OTS) aircraft; you should be relieved of all other gates. We normally work with a shortage of manpower.

Callback: Reporter stated even though he has twenty-eight years experience as a Mechanic; he was distracted by his workload and just did not pull and collar the # 1 Engine IDG Circuit Breaker. No other event or incident occurred.



Synopsis: A Line Mechanic reports he did not pull and collar Circuit Breakers that were called out in their MD-11 Aircraft Maintenance Manual (AMM) Chapter 71-10-00-2 for replacement of the # 1 Engine Integrated Drive Generator (IDG). He had been working multiple gates and the Out of Service (OTS) MD-11 aircraft.
Date: 201510
Local time of day: 0601-1200
Location: ZFW.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 2000
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; 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 New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We filed and were set up for the FINGR5.FSM STAR.  As we approached FSM we were recleared for the SLANT2 arrival direct CAMAL; which the controller pronounced 'CAM ALL' We looked at the FMS arrival and saw 'KLAWW' transition.  We read back 'SLANT2; direct KLAWW.'  We then programed the SLANT2 and proceeded direct KLAWW. As we were trying to figure out why ATC cleared us for that transition and were about to ask for direct CAMAL for CAMAL transition; ATC called and sounded a bit confused and said that CAMAL might be a better route for the transition. (Honesty; I cannot say what the exact conversion was; except that ATC seemed confused and recleared us to CAMAL.) We explained that we read back and were proceeding direct KLAWW.  ATC ask if KLAWW was on another arrival and we explained it was another transition on the SLANT arrival.  ATC said that that was the first time it had happened to him and that he should probably pronounce CAMAL as 'CAMEL'.We had ATC on speaker and there was some wind noise which might have contributed to us mishearing CAMAL as KLAWW.  Our read back was not contested by ATC.In my opinion; two initial transition fixes on the same arrival should not sound so similar in pronunciation; 'CAMAL' and 'KLAWW;' as such distinctions can be; and were; so easy misunderstood by both the flight crew and ATC in the VHF radio and cockpit environments.




Synopsis: Falcon 2000 Captain reported deviating from cleared track on the SLANT2 arrival when ATC cleared them to CAMAL and they navigated toward KLAWW. Contributing to the issue was how the Controller pronounced CAMAL.
Date: 201707
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On roll out after a series of landings; pilot's foot slipped off the rudder/brake and aircraft veered onto the shoulder and the nose gear collapsed.




Synopsis: Experimental aircraft pilot reported that his foot slipped off the rudder pedal on landing resulting in a runway excursion.