elihoole/asrs-aviation-reports huggingface dataset:
Date: 202009
Location: 3B1.Airport, ME
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; 6
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G 3B1
ATC / advisory: CTAF 3B1
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather; ATC Equipment / Nav Facility / Buildings; Aircraft
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The automated weather is available with 5 clicks on the Unicom Frequency at 3B1 Greenville; Maine. The automated weather reported wind calm. The RNAV 14 instrument approach was used and there was an 18 knot tailwind on short final. This was not acceptable for a straight in landing. The approach had to be a circling approach to runway 32 or a missed approach. The automated weather does not appears on ADS-B or on Sirius XM weather in the cockpit. It does appear on Foreflight which is not available in the air. This is a very serious safety issue. The weather should be available on airborne receivers such as XM or ADS-B and the information must be correct. I believe that this represents an accident looking for a place to happen. Can this be fixed?




Synopsis: A pilot reported there is no way to receive the current weather for 3B1 non-towered airport while airborne.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Seaplane or Amphibian
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was doing take offs and landings at ZZZ using runway XX. I announced departing runway XX and remaining in the pattern. As I was turning downwind a Cessna 182; Aircraft Y announced he was taking off on runway YY. I looked at the runway and he was really departing on runway XX; not YY. I didn't correct him because I was the only one in the pattern and I thought he just miss-spoke. I had him in sight the whole time. After I did several landings I heard Aircraft Y report 9 miles southwest of the airport and he said he was going to land on runway YY. I told him that XX was the runway being used; and he replied that he would enter a downwind for XX.I did another landing and as I reported turning downwind Aircraft Y reported that he would enter the downwind for XX on the 45. I was wondering how he was going to do that if he was southwest of the airport. As I was on the downwind approaching abeam the numbers of XX; I saw Aircraft Y pass in front of me about 100 feet above and 200 feet horizontally. I watched him pass in front of me and then he reported turning downwind for runway XX. I told him he just flew a crosswind for Runway YY and cut across the downwind for XX. I turned base and final for XX and asked Aircraft Y for his location. He reported crosswind for XX; which I was able to confirm. He was no factor for my landing at that point.The guy in Aircraft Y; obviously doesn't know what runway he is using and needs additional training. How does a 182 driver not know which end of the runway is in use? Guys like that are dangerous.




Synopsis: Pilot reported a near mid air collision with an aircraft using the opposing runway without communicating their intentions correctly.
Date: 202005
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; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Upon boarding my flight I was approached by a Flight Attendant refusing to wear a mask. I inquired why and was informed COVID is fake and masks violate constitutional rights. I was afraid of confrontation to push back further; so I just asked Flight Attendant to stay away from me. It created an uncomfortable work situation where I had to decide between feeling safe; and wanting to maintain peace. For the rest of the trip not only was my health put at risk; but others were as well. From other cabin to each and every passenger on board; our health was more at risk then it needs to be due to non-compliance of a requirement.To avoid a lack of CRM and a situation where FAs might become hostile towards each other; as well as for everyone's health and safety; masks must be mandated unless strictly for medical reasons.




Synopsis: Flight Attendant reported that another Flight Attendant refused to wear a mask during boarding and throughout the flight. Reporter expressed concern that the health of passengers and other cabin crew were put at risk.
Date: 201205
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 145 ER/LR
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: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Distraction; Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Ambiguous

Narrative: After takeoff the FMS dumped our flight plan for the second time with this aircraft. We reentered the flight plan as per the PDC. After the first VOR we were suppose to fly to an en route intersection and then the airport arrival. What we didn't realize is that intersection was not in the flight plan. ATC asked to verify our routing; we told them we were direct an intersection on the arrival. We also stated that our flight plan dumped out of the FMS after takeoff and had some issues with it. ATC stated no problem; simply fly to the en route intersection then the arrival. They stated no issues. [This] reiterated the [need] to double check the flight plan more accurately especially after having problems with the FMS.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: An EMB145 FMS dumped the flight plan so the crew reentered the data from the PDC but entered an intersection which was not in the flight plan for the destination arrival.
Date: 202012
Local time of day: 1201-1800
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; 10
Light: Daylight
Aircraft: TBM 700/TBM 850
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ1
ATC / advisory: Center ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: Took off from ZZZ in VFR and picked up IFR plan and was given clearance to 190. After passing through a thin layer I encountered a very large build up and the base was lower than the MEA. I was concerned for the safety of flight and descended below the MEA in order to clear the buildup. I did this without calling center. Center was very upset and canceled my flight plan. After clearing the buildup I began my climb again and was reissued my clearance.




Synopsis: TBM pilot reported deviating below MEA to avoid weather.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During taxi; we had to sit on runway and wait for a thunderstorm to pass; the flight attendants in the back of aircraft had smelled a chemical/ hot electrical smell. Both were developing sinus headaches and raspy throats. I working 1st class therefore smelled nothing at that time. After my service and during descent; I went to the back of the aircraft as the girls had started to smell the chemical smell again. I walked to the back and could definitely smell it. Captain was advised. In ZZZ1; mechanics came onboard. One of the mechanics took the aircraft out of service.  We were taken to the medical clinic for evaluation. Myself and Flight Attendant #2 were eventually released to deadhead home.  Flight Attendant #4 was kept for a breathing treatment and kept overnight. The next day she was deadheaded home.




Synopsis: A319 Flight Attendant crew reported experiencing 'chemical/electrical' fumes in passenger cabin which resulted in health issues. Flight Attendant crew taken to medical clinic for evaluation and treatment.
Date: 201909
Location: ZZZ.Airport, US
Light: Night
Aircraft: B767-300 and 300 ER
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: APU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Generator placarded. At cruise flight APU failure. Diversion to ZZZ. Landed overweight.




Synopsis: B767 First Officer reported APU failed inflight; with one engine generator already on MEL; which caused the flight to divert and land overweight.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was pilot Flying (PF). Late configuring flaps on [a] night visual approach to ZZZ RWY XXL. Hand flying with auto throttles off. Cause [was] misinterpretation of final approach fix location on Jeppesen chart and GS intercept altitude on chart. I did not see that the GS intercept altitude was only 3 miles from runway and about 1100 [feet] AGL. I assumed most GS intercept altitudes were 1500-2000 AGL and 5-6 miles from runway. I turned base and descended to 1600 [feet]. I was hand flying with auto throttles off for proficiency. I noted I did get about 75-100 low on this approach. My intent was to intercept final at 1600 [feet] and finish configuring full flaps when GS was about 1/2 dot. I did this but as it turns out I was 984 [feet] AGL when it happened so I got a printout showing late configuration. My [situational awareness] was not where it should have been. I did not really even notice I was so low until the 1000 [feet] call was made. At that point I should have gone around per SOP since I was not fully configured for landing. Contributing factors [included] unfamiliar airport. Night. Poor runway lighting coming in on left downwind. Runway lights are very dim and hard to see clearly until established on final. Too much task loading on me. I thought it would have been easier flying by hand but I felt I was definitely in the yellow on this approach because I just don't practice this enough. Lack of regular flying. Me; interpreting a cross as FAF/GS intercept altitudes as always around 1500-2000 AGL and 5-6 miles from runway. The 1600 [feet] published altitude was the trap that set me up on this. I had forgotten field elevation was about 500 [feet]. Suggestions [are] for me; in the future; I will practice no autopilot/no autothrottle approaches only in day VMC to airports I am very familiar with [and] with long stable final approaches anticipated. Night visuals especially from downwinds are a challenge. If unfamiliar with airport I will ask for vectors to intercept ILS in the future. I know it's not [going to] happen but make ZZZZZ at 2100 [feet] the GS intercept altitude point. I noticed also a lot of the ILS approaches into ZZZ have this really low GS intercept altitude. This is not good!




Synopsis: A320 Captain reported a CFTT/unstable approach due to human factors.
Date: 201604
Local time of day: 0601-1200
Location: 01G.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28R Cherokee Arrow All Series
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Initial Approach
Airspace: Class G 01G
ATC / advisory: CTAF 01G
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Manuals
Primary problem: Human Factors

Narrative: Was using Foreflight. Was on airport page for 01G and selected A/FD tab. Forgot it only goes to the page and not directly to the right airport. Was looking at the traffic pattern altitude for Penn Yan [PEO] rather than Perry Warsaw and wound up quite low on downwind over houses. Adjusted best as I could and figured out my mistake once on the ground.




Synopsis: PA28 pilot reported using Foreflight to find the TPA for 01G and inadvertently selected the altitude for PEO due to the lack of familiarity with the Foreflight A/FD tab. PEO has a 570 foot lower field elevation resulting in the traffic pattern being flown very low initially.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Had to return due to dual pressure controller failure; which resulted in an overweight landing. I coordinated with Dispatch; Station Ops and Maintenance for the overweight landing. After landing; I wrote up the pressurization issue; and then got caught up with multiple phone calls from Dispatch; Supervisor on Duty and [others]. At some point; while I was on the phone; Maintenance took the logbook to work the pressurization issue. I was informed that we were going to another aircraft; so we departed the aircraft. The previous aircraft was towed away; and we departed with the new aircraft. Once we got to cruise I reviewed [the paperwork] and realized that I hadn't made a logbook write up for the overweight landing. I sent an ACARS message to Dispatch to forward to Maintenance Control; about the missing write up. Upon landing; I called and talked to Maintenance Control so that the Maintenance Tech doing the inspection would document in logbook.




Synopsis: B737-700 Captain reported a dual pressure controller failure which resulted in a return to departure airport.
Date: 202102
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Other unknown
Flight phase: Descent
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction; Physiological - Other
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared to descend via the ZZZZZ2 arrival except maintain 10;000 feet. Initially high; changed descent mode from managed to open and selected 300 knots to get to path with speed protection. However; due to distractions; failed to manage descent appropriately. A few miles from ZZZZZ with a constraint of 12;000 feet from FL190 I noticed we were approaching 12;000 feet rapidly. I asked the FO to request descent to 10;000 feet. We leveled off; but not in time and crossed ZZZZZ several hundred feet below 12;000 feet. ATC did not say anything however this was not safe and not professional airmanship.Distracted with conversation related to COVID and job security instead of flying the aircraft more attentively. Switched descent modes without alerting the PM. Failed to recheck altitude constraint early enough to discover error. Discontinue involved conversations prior to phase of flight changes.




Synopsis: Air Carrier Captain reported an altitude deviation during descent and cited being distracted due having a conversation about COVID-19 and job security.
Date: 201303
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Time Pressure
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: We were descending into PHX on the EAGUL 5 RNAV STAR. The arrival had published restrictions of 210 KTS/9;000 FT at QUENY and 120 KTS/7;000 FT at HINEY. Approximately 5NM from QUENY intersection we were told to delete the 210K speed restriction at QUENY. As the aircraft was [already] in altitude capture at 9;000 FT; I deleted the both the speed and altitude restrictions from the Flight Plan page of the FMS. As a result the aircraft [instead of leveling at 9;000 FT] continued a managed descent to the next altitude restriction; 7;000 FT at HINEY. I noticed the error immediately and attempted to arrest the descent by setting 9;000 FT in the altitude window and manually selecting a positive vertical speed. We corrected the descent about 250-300 FT below 9;000 FT but were immediately reminded by PHX Approach to maintain 9;000 FT. By that time we were already back to 9;000 FT. We were given a last minute clearance to deviate from a published RNAV Arrival procedure. That led to us being rushed causing a breakdown in procedure and causing a slight altitude deviation.ATC should not change so many restrictions on published arrivals. I should have simply disconnected the auto-pilot and corrected the deviation by hand.




Synopsis: ATC's late airspeed change to a crossing restriction as the flight approached QUENY on the EAGUL RNAV STAR to PHX; compounded by an FMC programming error; resulted in the deletion of both the speed and altitude restrictions and allowed the A321 to descend 250-300 FT below the required 9;000 MSL.