elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Equipment / Tooling; Human Factors
Primary problem: Ambiguous

Narrative: Flight did a precautionary engine shut down due to loss of both oil quantity and pressure. Flt made the decision to divert to ZZZ do to drift down requirements. The issue is with [Company] flight planning system.This is the 3rd engine shutdown that has occurred within the past 3 weeks. This includes this one. I do not know if there have been others. All 3 times the Dispatcher could not get [Company] to calculate when using MEL X. All 3 times the Dispatcher had to get the chief involved to get it to work. This flight was about 10 min from landing when we were able to send the flight their final landing numbers.I was first informed of the diversion. Landing data was sent at XA33Z. Other Dispatchers helped with notifying all required individuals. It should not take a Dispatcher 25 minutes to run the information needed in an situation like this. I guarantee that if this is not fixed a flight will end up landing before a Dispatcher can calculate the required information.In fact we (Chief and I) could not get [Company] to run with that MEL and thus removed it to get it to work. The crew had asked for a landing weight of 189.0. Sabre gave 187.6 but that is with both engines working.




Synopsis: Dispatcher reported working a flight which had an engine fail resulting in a divert. Dispatcher had trouble using their performance software to run single engine performance numbers.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 150
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Distraction; Situational Awareness; Time Pressure; Communication Breakdown; Confusion
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were taking off from ZZZ and on initial climb out from Runway XX. There had been several prior departures before us that had used the same runway.  Approximately 2 miles from the runway we got a traffic alert on our iPads and it was descending into us. The aircraft appeared to be heading into Runway XY and was no making any radio calls.  Our eyes immediately went outside the aircraft trying to make contact with the aircraft.  We continued to climb as he was descending into us and we made a right turn to avoid head on traffic.  Eventually we were able to make visual contact with the airplane and he was approximately 200 feet above us. After we were clear of the aircraft my scan came back inside and I noticed that we were about 100 feet into the ZZZ1 Class Bravo airspace.  Immediately a descent was made out of the airspace and the flight continued.  We did not hear the other aircraft make any calls on the CTAF throughout their flight/approach.Looking back this all happened very fast; and I would have done a couple things differently.  We should have leveled off immediately and made a right hand turn.  However; in the moment we were not sure exactly the location of the aircraft.  Had we done that we would have remained clear of the other aircraft and remained clear of the Bravo airspace.




Synopsis: An instructor pilot departing a non-towered airport reported a NMAC with opposite direction landing traffic which had not been communicating on the CTAF.
Date: 202005
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate

Narrative: As First Officer; I was doing my walk around to insure the safety of the aircraft. It was windy out and it was starting to sprinkle. As I was looking up at the tail and the number 1 engine; it seemed like a rain drop hit my right eye directly. I thought it was a rain drop; however; my eye started to burn very badly right away. Ground handling was right there and I asked to be taken to the eye wash station. I got there within a minute and started to flush my eye out for 15 minutes. I asked them to let the Captain know; and also requested airport EMS (Emergency Medical Services). Airport EMS checked me out and did not see any physical damage but noted my eye was very red and a little swollen. Airport EMS also called poison control and the things I were doing were correct. I also went to the hospital. They tested my vision; it remained 20/15 with both eyes. They checked for damage of the eye and abrasion; nothing found. They checked pH levels and they were normal. The doctor mentioned that my reaction to flush out my eye did most of her work and helped immensely with my eye. The doctor said eyes heal quickly and would take 24 hours to be normal again but to keep an eye on it.The burning sensation caused me to immediately seek a eye wash station.Some liquid form of either oil; hydraulic fluid or a water down version of that; directly hit my eye. I did not see it coming and was not able to react in time to avoid it.Thankful ground personnel were there to take me to eye wash station and to relay information and get me appropriate help. Having been at a different airport; I am not so sure the outcome would have been the same because sometimes there is no ground personnel nearby. Also the Captain was able to help me immensely with getting things set up while I was washing my eye out.I think knowing where eye wash stations are nearby would be helpful but I think this was just a freak accident. What are the chances a drop of liquid hits your eye directly?




Synopsis: First Officer encountered foreign substance in eye during preflight walkaround inspection.
Date: 201701
Local time of day: 1201-1800
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: First Officer auto uplinked flight planned route via ACARS.  Per standard procedure before beginning the 'Before Start Checklist' the First Officer and I pulled up our PDC clearance and observed it was exactly as requested.  We then made sure the FMC had the same routing as our clearance.  I read the routing directly from the FMC screen and the FO confirmed it exactly matched the clearance and our flight plan.  I then read the leg waypoints in order from the FMC while the FO checked them against the flight plan.  All checked properly.  This is standard procedure. The clearance was: SNA STREL4 TRM J169 TFD J50 ......Normal flight to TRM.  Unbeknownst to me the Nav system had somehow dropped out J169 and we did not recognize this. Therefore after TRM the aircraft turned and proceeded directly to TFD.  LA center came up and told us to turn 15 degrees left to avoid military airspace.  He then asked us what our routing was.  I confirmed the original routing J169 and admitted I was baffled as how our flying directly to TFD occurred.In reprising the event I still don't understand how or why J169 dropped out of the FMC.  Both the FO and I are certain we remember confirming J169 connected TRM to TFD and at no time during the flight did we make any route modifications.I pride myself on being vigilant and following standard procedure. I will redouble my efforts to confirm the connections from the SID and STAR to the Jet routes.




Synopsis: B737 Captain reported a course deviation after the FMC lost a waypoint in cruise.
Date: 202012
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Distraction
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: 45 minutes into the flight we received a Dispatch message that Passenger X in seat X5 has tested positive for COVID. Passenger X was traveling with 3 others which all were in row X. I contacted medlink and was disconnected. I asked my entire crew if they had any experience with this which none of them had and I hadn't either. I asked Dispatch for the name of the passenger and protocol to follow. I retried medlink and followed their instructions to minimize contact with Passenger X and get row X off before all others. We asked for priority handling. Dispatch informed us the station will meet us at the gate. Before getting to the gate we asked all passengers to stay seated with seat belts on at gate arrival for a medical situation. I opened the cockpit door to make sure everyone was complying and only Passenger Y wasn't. I said 'Please everyone stay seated' and he sat back down. Later he made a rude comment deplaning and complained to Customer Service. We deplaned row X only and met them and Customer Service in the jet way to assess Passenger X. Passenger X was a young woman that had COVID a few months ago and was 100% healthy. Customer Service followed them to baggage claim for another test. Customer Service cleared us to deplane so I made a PA explaining the situation. Customer Service informed me many people that have had COVID in the past test a false positive.


Second narrative: Received Dispatch message indicating passenger in [seat] X5 received an airport COVID test that came back positive. We were located about 1 hour from ZZZ.  Continued towards ZZZ; declared a medical issue on board indicating positive COVID passenger. ATC turned us into a priority handling.  Coordination through medlink provided some guidance and we were met at the gate by appropriate personnel to evaluate the passenger.  Passengers were informed of the medical issue and told of the possible positive test at the gate. ZZZ supervisors cleared us to continue our trip.


Synopsis: Air carrier flight crew reported a passenger who had tested positive for COVID-19 was on the flight.
Date: 201503
Location: ZZZ.Airport, US
Aircraft: Bombardier Learjet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Aircraft component: Navigation Light
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Ground Event / Encounter Other / Unknown
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy; Airport; Procedure
Primary problem: Human Factors

Narrative: Observed Aircraft being towed on active taxiway with no nav lights or anti-collision lights illuminated. No person in cockpit. [Recommend] Towing procedures should be accomplished by City DOA rules. [Have] aircraft mechanics in cockpit and tow tractor with aircraft powered to provide proper lighting and available hydraulics available for braking. Transponder activated.


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


Synopsis: Three Line Aircraft Maintenance Technicians (AMT) report observing Regional Jets being towed on active taxiways without navigation or anti-collision lights illuminated and no personnel in cockpit of aircraft. Technicians note that movement of aircraft at airport per City DOA Rules; require proper lighting and activation of aircraft systems while under tow.
Date: 201206
Local time of day: 1201-1800
Location: MRI.Airport, AK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D MRI
ATC / advisory: Tower MRI
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Procedure

Narrative: Following before takeoff procedures; we requested takeoff and to hold short for our IFR release. With our takeoff clearance; came [our] departure [clearance] and [Departure Control] frequency. Upon readback; the student began moving to take the runway and crossed the hold-short line without checking final. Either following this transmission or just before our clearance; an aircraft on final transmitted; '<callsign> on final.' Shortly upon reaching the runway; we were ordered to stop and the other aircraft told to go-around. The Controller said he thought we had heard him cancel our takeoff clearance. Neither I; my student; or the pilot of another airplane holding short in sequence heard this cancellation; as evidenced by his transmission saying the same.The major contributing factor to the incident; regardless of procedural fault; was my failure to check final for approaching aircraft prior to the student taking the runway. He; as a commercial applicant; should also have checked. I believe the flight and the departure routing were at the front of his attention. I don't know why I didn't check; it is usually part of my procedure.Human Factors would include the fact that I am a CFII; but have low time; both giving instruction and in IMC. I was instructing on my first long cross-country IFR training flight with a relatively unknown student. We were distracted by reports of turbulence for our route of flight and my student was; perhaps; overly focused on the IFR portion of the flight because of fear or lack of familiarity with clearance.




Synopsis: A CFII and his Commercial student were distracted and failed to note another aircraft on final when they were cleared for takeoff. Although the Tower believed he had subsequently canceled their takeoff clearance; neither pilot nor the pilot of another aircraft heard any such transmission. The landing aircraft was directed to make a go-around.
Date: 201505
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; 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
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Equipment / Tooling; Procedure; Human Factors
Primary problem: Equipment / Tooling

Narrative: I turned Aircraft X onto the approach for 25L by saying 'Maintain 3;300 until established on the localizer; cleared ILS Ry 25L approach.' The readback sounded like 2;300 feet; so I went back and verified 3;300 feet as the altitude. It sounded like that was what he said. Subsequently; I saw Aircraft X descending out of 3;100 feet turning onto final behind Aircraft Y who was established on the 24R localizer; about 2 miles in front of Aircraft X. At this point it looked to me like Aircraft X was just turning onto the final; so he had broken the instruction. I switched Aircraft X to LAX Tower because we were on simultaneous approaches. They got about 2 miles and 600 feet in altitude away before Aircraft X was established on the localizer.The quality of radios in the LA area is atrocious. We quit using 124.9 because it was unreadable out to the east; but all of our radios have very poor quality. 132.37; the replacement radio is just as bad; but we have no other backup. When you compound this with the poor quality of the radios on the CRJs and some Embraer types; you have a big problem. This is something that is getting worse and needs to be dealt with before something happens that we will regret because we could have prevented it. I have been in the area for almost 30 years and have noticed the quality of the radios eroding. When this is combined with the lower time pilots now flying jets; it is a recipe for disaster.




Synopsis: SCT Controller reports of a loss of separation he attributes to the pilot descending early next to another aircraft and the radios associated to his position. The Controller has noticed a degradation of radio clearness and the experience of upgraded pilots in that area using the radios.
Date: 201808
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Data Transmission and Automatic Calling
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise flight; our Wi-Fi stopped working. I then saw that I was unable to access the Pilot Mobile app. Since I do not routinely copy the flight plan to iBook or acrobat (we are not required to do this); I was unable to access the flight plan. I've lost Wi-Fi before but not had this problem. Maybe it's a 737max thing. My First Officer had a copy on iBook and airdropped it to me. Later we were able to restore the Wi-Fi and I could login to pilot mobile but the [flight plan] was not there anymore.




Synopsis: B737NG Captain reported the aircraft Wi-Fi was not working in cruise; which affected the ability to access the flight plan on the iPad.
Date: 201509
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Student was flying his third lesson [for the] Instrument Airplane rating. We were west of our airport and the weather went from broken to overcast. We were on top so we filed an IFR with flight service; called ATC and picked up the IFR code. I was giving the student headings and altitude for the GPS approach to our home base. ATC controller saw the present position to the inbound fix was perfect and cleared us for the approach. A few minutes later; the student allowed the airplane to descend and I told him to correct altitude but he was a bit slow flying the airplane. We became 200 feet low and climbing when a different ATC voice advised we had a low altitude alert. I told ATC we were correcting and we were very short time back at 2;200 feet. This was the student's first IFR approach to an airport. When the approach descent was started a few minutes later we were VFR and we canceled the IFR. The student then proceeded with the approach to a normal (but cross wind) landing. I should have taken the control away from the student and climbed the 200 feet but he already had the nose up; but he just didn't climb as fast as I wanted him to do. I briefed the incident after we landed and he is well aware of being low on an approach and now knows what a 'low altitude' alert is all about. SAFETY.




Synopsis: A pilot; on his first IFR approach with his Flight Instructor; descended prematurely which led to a low altitude alert call from ATC.