elihoole/asrs-aviation-reports huggingface dataset:
Date: 201206
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Escape Slide
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: While performing the Installation Inspection of a slide replacement for a Boeing B777 at ZZZ Maintenance Hanger; Spot X area; I armed [Cabin] Door-2R (2-Right) to make sure all arm/disarm indications showed proper positions. In the instant from arming the door; looking [down] at the lower door Indicators and performing the door Operational Check for smooth operation; clearance; and verify proper [door] bustle installation and workmanship; I moved the door handle slightly before remembering to disarm the door; which inadvertently blew the slide.




Synopsis: A Line Inspector describes how he inadvertently deployed a door slide at Cabin Door 2-Right on a B-777 aircraft during verification of the slide installation.
Date: 201303
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had an engine failure/fire during our climbout. The Captain used emergency authority and immediately turned back to the field while talking to ATC. I ran checklists while trying to get the fire out; and became hypoxic. We donned our oxygen masks and had difficulty communicating after this. I could not hear the Captain and he couldn't hear me. We landed single engine with the fire light still illuminated despite using both of our fire extinguishing bottles. We came to a stop on the runway and did an expeditious normal deplaning on the runway. No one was injured.Possible contributing factors included the following. Before takeoff and during taxi I remember talking about a non-pertinent gate location at another airport that probably broke the sterile cockpit rule. Also prior to takeoff our standby attitude indicator flashed with a maintenance page and it normally doesn't do that. With VFR conditions and the standby attitude indicator still showing a correct picture we decided to continue the flight.Communication became very difficult after we donned our oxygen masks and made everything more challenging.




Synopsis: An engine fire during initial climb caused the flight crew of a Q400 to discharge both fire retardant bottles; shut down the engine; declare an emergency and return for a landing and evacuation on the runway.
Date: 202201
Local time of day: 0601-1200
Location: DEN.Tower, CO
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: Tower DEN
Aircraft component: ADS-B (Automatic Dependent Surveillance - Broadcast)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Approx 400 feet AGL [we received] ECAM for dual ADS-B failure 'ADS-B RPTG 1/2 fault'. This followed [at] 800 feet [by] GPS lost/failure shortly after. ATC advised; per NOTAM we understood DEN has issues. Dispatch notification after level off.




Synopsis: Air carrier Captain reported loss of ADS-B and GPS departing DEN.
Date: 202110
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Aircraft: Small Transport
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Never received hand-off from Houston ATC.Did not receive hand-off from Houston. If we did we both missed several attempts by Houston to give us frequency change. Checked with [First Officer] FO who was monitoring 121.5 only to be told FO turned the volume down because of people meowing; when we turned up volume and contacted Atlanta they gave us 120.4 . We were past out Top of Descent (TOD); he laughed and said thought you missed something being still at 35;000 [feet] 50 miles out; gave us a heading and descent landed ZZZ with no further issues. I did have a number to call [and] gave them all my info. He said he still had to fill out a report even though we were in no one's way and middle of nowhere.




Synopsis: Captain reported missing a frequency change and stated the First Officer had turned down the volume of guard frequency due to people 'meowing.'
Date: 201507
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Widebody; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I handed off Aircraft X to HTO sector.  I still had communications with Aircraft X. I had radar and communications on Aircraft Y.  I climbed a departure off of JFK to FL190 ref these aircraft.  The HTO sector changed the data block on Aircraft X to show FL190 and was handing the aircraft to the SARDI sector.  I asked my handoff if he gave control and he said no.  I called the HTO sector and asked what he was doing.  He asked for control and I said no due to traffic.  I asked him to change the data block back to FL210.  I then realized I hadn't switched communications and switched Aircraft X to HTO.  As soon as HTO had communications with Aircraft X they put FL190 in the data block and handed the aircraft off to SARDI.  I called back to HTO sector and asked if he was descending Aircraft X.  He asked me if I gave him control.  I said no and he said then I'm not descending him.  I told the HTO controller to put back the assigned altitude because I'm getting conflict alerts on Aircraft X and Aircraft Y.  He never did and I advised my supervisor.Do not change data blocks in other controller's airspace.




Synopsis: A ZNY Controller reports of another Controller changing the data block of his aircraft. The other Controller asks for control of aircraft and the reporter advises no due to traffic. The Controller then transfers communication to other Controller and other Controller changes data block again. The reporter asks other Controller if he gave them control and he said no. The reporter asked again for other Controller to put the correct altitude in the data block. The conflict was because of the other Controller changing the altitude in the scratch pad area.
Date: 202008
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: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Cleaners came onboard during deplaning; standing in the way of passengers deplaning. The cleaners were supposed to maintain separation from others due to social distancing. How can you clean a plane to COVID-19 cleaning standards if you have cleaners onboard and in the way of our customers? This increases exposure with numerous less than 6 foot encounters. The cleaners spend all day exposed to dirty environments.




Synopsis: Flight Attendant reported the aircraft cleaners are proceeding onto the aircraft before all passengers are deplaned which does not conform with social distancing.
Date: 202101
Local time of day: 0601-1200
Location: LMO.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDV
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Saw a lightsport looking plane out of periphery of my vision while punching in a button or two on GPS on my panel. Immediately pushed forward and rolled away in steep descending turn to the left; as I was already positioned level and about 100 feet left of a head-on alignment with the other aircraft. I was heads down for less than 6 seconds estimated by time of noticing other aircraft due to relative movement in my field of view that would not have been apparent further out in distance and time from the near-miss. Immediate recognition of need to deviate to left (rather than right) was made along with recognition that a collision would not result due to the immediate evasive action taken. The other aircraft did not take any evasive action and is therefore assumed to have been unaware of my presence. I looked towards aircraft as I rolled and kept eyes on aircraft as it passed by me towards my 5 o clock position while I was rolled in a 70 degree left bank. I then recovered to level flight and continued to climb to 6;300 pattern altitude at my destination airport. I had ADS-B out from a modern solid state transponder unit as well as ADS-B in capability; but I was not referencing ADS-B in on any device screen at the time of the near-miss. The situation may have been avoided in the difficult to see case of a head on convergence had I had my ipad or phone connected to my ADS-B over wifi and a method for monitoring the ADS-B situation with auditory alerts in my headset so that an alert of impending collision would have taken my attention away from a cockpit task and diverted my eyes outside to search for a collision waiting to happen. I was lucky that my field of vision included enough of the view in front of me in my periphery to permit my vision to inform me of the near-miss by the time the aircraft was less than 1;000 feet in front of me. Closure rate was estimated to be 170-190 knots taking both of our speeds into account; with 100 foot lateral separation and less than 30 feet vertical separation before evasive action was taken about 2 miles north of Boulder reservoir; coming southbound from Longmont; CO.




Synopsis: GA pilot reported an NMAC near LMO airport.
Date: 201605
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Flight phase: Climb
Aircraft component: INS / IRS / IRU
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in the climb out at approximately FL284; the autopilot disengaged while simultaneously the Captain's PFD and MFD lost all indications. I transferred control of the aircraft to the First Officer (FO). We stopped the climb and descended out of RVSM. The amber IRS fault light along with the Master Caution IRS lights had illuminated. I ran the corresponding QRH checklist for the IRS fault. We operated with the IRS selector switch in BOTH ON RIGHT. I established a radio patch with Dispatch and a subsequent conference call with Maintenance. We discussed what had happened and the possibility of diverting into [a nearby alternate]. After seeing the TAF called for broken clouds I ruled that out. As we progressed to the east we could see [another possible alternate]. After discussing the situation with FO; we decided that our best course was to divert into [that airport]. With the loss of redundant attitude; airspeed; and altitude indications; the continuation did not seem like the best plan of action and diverted.




Synopsis: B737 Captain reported diverting to an alternate airport after noting the loss of the L IRS system.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked; Cruise
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
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: As we were boarding; Passenger X came onboard with her face mask not covering her nose. I politely asked her if she could please cover her nose and mouth with her face mask before entering the aircraft. Passenger X complied and went to her assigned seat. I had to inform Passenger X  two other times during a trash walk-through and after I closed the main cabin door to place her face mask over her nose and mouth because she completely took it off both times. Around the fourth time I caught Passenger X with her face mask completely off her face; I politely asked her to comply with Airline's face mask policy. Also; I asked my coworker to double check to see if Passenger X was complying with Airline's face mask policy during another trash walk-through; to which Passenger X wasn't complying with. Passenger X would place her face mask on when we asked her to comply with the face mask policy; but as soon as we walked away she would take it off again. I informed the Captain about Passenger X's non-compliance issues with wearing her face mask. The captain gave me permission to give her the final notice. When I [told] Passenger X the final notice: she pulled her face mask completely down and rolled her eyes at me. I informed the Captain and asked him to call for a CSR to meet us at the gate in ZZZ.When we made it to the gate in ZZZ; the CSR was there waiting. The CSR came on and I told her Passenger X was the one who was having face mask compliance issues. The CSR asked me what happened and I briefly explained. However; the CSR ended up letting Passenger X race right pass her and let her get away. The CSR ask me What am I supposed to do now?' I was at a loss for words. I explained to the CSR that you'll have to go after her because it's not like I could have walked off the aircraft because we were deplaning with an aircraft full of passengers onboard. I pointed Passenger X out to the CSR."




Synopsis: Flight Attendant reported a passenger did not comply with face mask policy throughout the flight.
Date: 201507
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: IMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I completed Initial Operating Experience (IOE) [recently] as a first-time Captain on the Airbus 320. From that moment; it has been a struggle to maintain proficiency and gain the hours needed to get off restricted status (75 hours) or reach the 100 hours needed for consolidation. I am a short call reserve pilot. Here's an example of what's been happening:[A few weeks later]; I had completed only 7 flights; had less than 14 hours; and only 4 landings for the month. I sent emails to the flight office requesting that they buy me a trip. I was not given a trip; so I spoke with [the] Chief Pilot and gave him several options to obtain a proficiency trip. Sadly; despite several attempts and options that I gave him; he was not able to get me a trip.So; [I did not fly over a two week period]. I have to say I felt very uncomfortable yesterday on final into Orlando; dodging thunderstorms while descending the last 100 miles; flying through moderate rain showers on final; and landing in a crosswind in the A321 (having only landed a 321 twice).When I got to operations; I found a phone message from [the Chief Pilot]; asking me if I still was interested in proficiency flying. Luckily; he was still in the office; and I told him I really wanted to fly a three-day trip: one day of flying after 16 days off was not enough. He told me if I could find a trip; he would call scheduling to buy one for me. Unluckily; 15 minutes later he told me that 'it did not look good with scheduling to get me proficiency flying.' So today I find myself back on [reserve]; no open trips; competing with the other 11 pilots on reserve to get any flying the last 4 days of the month.I doubt I am the only new Captain with this problem. It's the 'perfect storm': I'm on short call reserve; at the bottom of the seniority list; with all the other reserve pilots above me also on restricted status. I just can't believe that the 'needs of the company' always take priority over the 'need to stay proficient.' Even when I told the chief pilots that I really felt my situation had changed from being a question of proficiency to one of safety; they were still unable to convince scheduling to give me any flying to get me back up to speed.I firmly believe that one of the 'needs of the company;' which should be a priority; is to have safe; competent; and proficient pilots. Especially when I tell the flight office that I'm not flying enough to be that pilot.




Synopsis: Newly trained A321 Captain reported he was uncomfortable with the small amount of flying he has been doing since training.
Date: 201406
Local time of day: 1201-1800
Location: LAS.VORTAC, NV
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Beech 1900
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E LAS
ATC / advisory: TRACON LAS
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Extreme solar glare from a solar power plant creates a hazard for pilots flying the CRESO3 arrival into Las Vegas.  Route segments from DANBY - SARAS - WHIGG - CRESO cause aircraft to fly directly toward/overfly the new solar power plant.  Light reflected from the mirrors and the central towers is blinding; making it difficult to visually clear the airspace.  Additionally; the bright light creates 'sun spots' in the pilot's vision.  I fly this route several times a week and have experienced these hazards every time the sun is visible.




Synopsis: Beech 1900 Captain reports the new solar power plant southwest of Las Vegas is a visual hazard while flying the CRESO3 arrival to LAS.
Date: 202002
Local time of day: 1801-2400
Location: SEA.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SEA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Procedure

Narrative: Flight ABC was told by Ramp Control to hold short of N3.  We kept looking for N3 but never saw it.  Was told by the Ramp Control that we passed it.  We advised Ramp we never saw it.  It no longer exists.  We were told most pilots know about where it was.  How can you be told to hold short of something that doesn't exist?  Neither pilot had taxied north of the north satellite in many months.  SEA Ramp Control gave a clearance to hold short of N3 which no longer exist. ATC should not tell aircraft to hold short of something that does not exist.  With the construction on the airport; pilots have enough to focus on and ATC should not assume all pilots are aware of how things used to be!




Synopsis: Air carrier Captain reported being issued instructions to hold short of a taxiway that no longer exists at SEA airport and that they could not visually locate. ATC subsequently advised that the aircraft had passed the taxiway.