elihoole/asrs-aviation-reports huggingface dataset:
Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 5
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic Control Valves
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were not rushing and the entire crew was content with what was happening timewise. Everything seemed normal as we started and taxied for takeoff. All checklist were completed in a timely manner; but when the before takeoff checklist was performed; I missed that the FO had placed both engine bleed switches off and the APU bleed on. When I looked to verify; I saw two switches one direction and the APU switch in the opposite direction and my brain just did not register that all three were wrong.I have absolutely no idea why the FO would reverse all three switches; but he did. A key factor in this is that the FO's employee number would imply that he has been with the Company for over nine years; yet he has only been here from another carrier for about half a year and is new to the 737. So; there is an implied level of trust based on employee number and there is no requirement for him to tell me he is inexperienced. I was not watching him like he was a new guy; but I should have been. I noticed a problem with the air conditioning system not putting out much air as we were climbing and then at the 10;000 foot checklist I noticed the pressurization problem. I leveled the aircraft; examined the AC system and found the switches reversed. Resolved problem according to checklist; repressurized the aircraft and continued.




Synopsis: B737-700 Captain failed to notice that the relatively inexperienced First Officer had improperly set the engine bleed and APU control switches on prefight. The error was caught and corrected when performing the 10;000 foot checklist.
Date: 201912
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Aircraft: B747-400
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of ZZZZ; around FL200; we noticed rhythmics jolts in the aircraft and saw the Number 1 engine surging with a high EGT. After addressing the problem with the immediate action items followed by the QRH checklist; we no longer had control over the engine and decided to return to ZZZZ. FO in the right seat was PF; CA in left seat; PM; managed the situation; ran immediate action items and set-up the return; FOs in the observer seats ran QRH; obtained weather and performance; contacted Operations and company. CRM and task distribution worked exactly as they should. Due to the still unusually high EGT; we shut the engine down in our descent. We landed normally.




Synopsis: B747-400 First Officer reported noticing 'rhythmic jolts' during climbout followed by a Number 1 Engine surge and high EGT.  Flight decided to return to the departure airport and shut down the engine during the approach.
Date: 201311
Local time of day: 1201-1800
Location: AVQ.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 30
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF AVQ
Second aircraft: Helicopter
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure; Distraction
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: RUNWAY INCURSION - MILITARY HELICOPTER HOVERING OVER ACTIVE RUNWAY BLOCKING LANDING TRAFFIC I was the First Officer; non pilot flying crewmember on a flight carrying 1 passenger to AVQ landing about on Runway 30. After touchdown; the crew saw a hovering helicopter 3-5 feet above the ground; on the runway centerline; halfway down the runway.  Evasive action by drifting right of centerline was required to avoid collision during rollout.Multiple calls were made to the Unicom before arriving in the pattern and in the pattern; announcing runway number and airport called.  The helicopter pilot later confirmed that he heard our call for upwind leg.  No response was received to any of our calls.  Due to the dark color of the helicopter (Olive Drab) and the dark runway; the helicopter was not visible to either of us until after touchdown; when it was visible against the horizon. There was not enough time to stop before the helicopter while remaining on the runway centerline.  However; there remained about 10-12 seconds of time to slowly drift to the right of centerline to pass by the helicopter using a smooth evasive maneuver.




Synopsis: An air taxi crew landed on AVQ Runway 30 after proper CTAF arrival communications then after touchdown saw a military helicopter hovering over the runway centerline halfway down but were able to swerve around the dark aircraft.
Date: 201709
Local time of day: 1801-2400
Location: MEM.Airport, TN
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZME
ATC / advisory: Center ZME
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: We were descending on the BLUZZ1 Rnav arrival. We had been cleared to Descend Via and had set 3000 in the attitude window. We were in LNAV and VNAV. We had just reviewed a new ATIS that indicated Runway 9 and the 36s were in use. Previously it had been 27 and the 36s. We had loaded 27 thinking it was a possibility. We received a drag required message. Our position was passing SPKER at about 14;500. Our speed was about 10 knots fast. Speed brake was extended to slow the aircraft. Understanding that we were where we needed to be; I began to load 36R in the FMS. While doing this the aircraft continued to descend instead of lose airspeed. As a result we got down to 13200 at the BLUZZ intersection before returning to 14000 at LTOWN. I can only think that changing the approach while near an altitude restriction had resulted in a negative outcome. We corrected back to the path as soon as we realized the deviation. On the human error side I believe I chose a poor time to change the approach in the FMS. I should have done a better job monitoring the correction to the proper speed. I made the mistake of thinking the frag required message would be resolved by the speed brake without any altitude deviation. The system issue is that it appears that changing the approach may have affected the ability of the aircraft to maintain the path.


Second narrative: We realized we were at 13200 feet prior to LTOWN; disconnected the autopilot and climbed back to 14000 ft. We are not sure why the autopilot did not respect the altitude restriction; but the Captain and I surmise that it might have something to do with him loading the FMS approach because there was a change in runways from what was expected (27 changed to 36R).


Synopsis: Air carrier flight crew reported their aircraft descended below an RNAV Arrival crossing restriction when a runway change was entered in the FMC.
Date: 201908
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The pilot monitoring preflight procedure was completed by myself and preflight checklist was completed as normal.  During initial climb we noticed that the landing gear took longer to retract than normal but then retracted with no abnormal indications.  On approach in ZZZ the landing gear handle was selected down and we both noticed that the main gear dropped but the nose gear was taking longer than normal.  Shortly after this the 'gear disagree' warning message and aural alert displayed.  This lasted for just a few seconds before the nose gear dropped and the 3 green landing gear indicators were displayed.  A normal landing was completed in ZZZ without any issue.  Upon the shutdown flow by the First Officer he noticed that the hydraulic pump 3A switch was in the off position.  Upon further investigation we noticed the 3A switch was very loose and could easily flip from the on to off position without any much pressure from us.  We contacted maintenance to let them know of the slow gear retract and extension and the loose hydraulic pump 3A switch.We believe the 3A hydraulic pump switch may have worked its way into the off position during taxi for takeoff or during the takeoff roll due to high vibration.




Synopsis: Flight Crew flying CRJ-200 experienced problems with gear retraction and extension.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Workload; Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: While on the ZZZZZ 4 arrival; about 5 miles prior to ZZZZZ; we checked in with ZZZ approach who assigned us Runway XXR RNAV visual approach.  We normally get ILS XYL; and were briefed for this.  There was some confusion about the assignment; so I confirmed; at which point ATC gave us RNAV Visual XXL.  I loaded the RNAV XXL into the FMC; but shortly after realized there was an RNAV Visual; like we would use in ZZZ1.  There was a short discussion about how to get the waypoint sequenced correctly; due to the multiple FMC changes; but we got it sorted.  At some point prior to ZZZZZ1; the Captain asked about it being a hard 6;000 feet crossing (not 'at or above'); then he turned off the autopilot.  I was not prepared for all the cross-checking  challenges that I was now responsible for. This was my first leg in 2.5 months; but felt 'up to speed' for the flight up until this point.  As we approached 6;000 feet; the Captain did not arrest his descent rate and flew through the altitude.  I announced that he was 300 feet low.  After a few seconds; I couldn't recognize him correcting; so I announced it again.  He called for additional flaps and began to recover to 6;000 feet.There was no terrain warnings; nor ATC involvement.  We landed normally.  ATC said the runway change was due to winds; but winds were reported as calm upon arrival.




Synopsis: Air carrier First Officer reported the crew experienced an altitude deviation while the Captain was hand-flying the approach.
Date: 202105
Local time of day: 0601-1200
Location: SEA.Airport, WA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SEA
ATC / advisory: TRACON S46
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Clear day on SUMMA departure; requested a VFR climb to the southwest side of Mt. Rainier through 17;500 then proceed on course; all terrain in sight. Cleared as requested. FO as PF ; pointed jet to southwest side of the mountain; but a 50 kt wind out of the southwest showed the aircraft track direct to the mountain. I noticed this and was about to ask the FO to turn slightly right of course; when we received a terrain warning; which he complied with and warning went away. Terrain always in sight; but we should have adjusted to ground track into the wind to avoid the warning.Better ground track to compensate for wind.




Synopsis: Air carrier Captain reported terrain alert during climb.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure; Workload; Situational Awareness; Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: I was coming to land on Runway XX. There was a 5-kt. crosswind from the right and I corrected for the wind. I was about 70 kt. in the final due to the crosswind. I rounded out and touched down. Due to the crosswind; the plane went towards the right of the centerline and I tried to correct it by turning left. The plane went more towards the left of the centerline and I tried to correct it back towards the center. I lost control at this point and the plane kept moving towards the left off the runway and into the grass. The plane leaned forward; slowed down; and came to a full stop in the grass. I shut down the magnetos; shut off the fuel; fuel pump; and master. Then I called the CTAF frequency and called the flight school. I think overcontrolling the plane with foot brakes on made me lose control and go off the runway.




Synopsis: PA-28 pilot reported a loss of control during the landing rollout due to improper crosswind correction technique and the aircraft departed off the left side of the runway; stopping in the grass.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 30
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Training / Qualification
Anomaly: Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Weather

Narrative: [I] saw that the local marine layer; with low clouds; was beginning to come in on the north side of the airport. Local AWOS indicated 'few clouds at 600.' [I] misjudged their distance and thought they were further away than they were. Wind was coming from 330 at 8 KTS; so I took off to the north into the wind. I immediately saw my mistake as the low clouds loomed in front of me. They were right above the north end of the runway and directly in my flight path; seemingly lower than reported on the AWOS. Thinking quickly; I turned crosswind at 425 FT MSL...to help get turned around as quickly as possible. As I turned crosswind; I clipped the edge of one of the clouds and was briefly in partial IMC. Once clear of the cloud; I turned downwind and departed to the south.A mountain range was very close to the airport; meaning very high terrain within a short distance. Failure to maintain situational awareness could have been deadly. A more prolonged incursion into IMC; or focusing so much on avoiding clouds that I forgot about the high terrain; could have resulted in a crash. The best choice would have been to remain on the ground; but I did not want to get myself and my two passengers stuck there if the airport went IFR.The next best choice would have been to use the opposite runway and takeoff to the south; but I did not think about taking off with a light tailwind since I had never done so previously. I was engaged in rigid thinking that I must always takeoff into the wind; no matter what. My failure to judge how far away the clouds were was primarily the result of a lack of experience judging cloud distances and relying on my instructor to verify cloud clearance for me during training.




Synopsis: C172 pilot misjudged the proximity of clouds and inadvertently went into IMC immediately after takeoff from a non-towered airport. Pilot was able to regain visual flight and clear nearby high terrain after completing a turn to downwind.
Date: 201907
Local time of day: 0601-1200
Location: VNY.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D VNY
ATC / advisory: TRACON SCT; Tower VNY
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Workload; Time Pressure; Situational Awareness; Communication Breakdown; Confusion; Distraction
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Departure from VNY. We felt confident in the HARYS2 SID off of RWY 16R and how to properly execute the departure as per company advisory of VNY typical clearance. We were given CVS except maintain 4;000 feet. On departure using NAV and VS on the FGP; we executed the SID to the first fix PPRRY and then the 110 HDG at 4;000 feet. Went to HDG mode on the FGP when established on the 110 degree HDG waiting for the next vector and ALT assignment. HDG 360 was assigned; a left turn. Complied with still at 4;000 feet. ATC then cleared us to FL190 and direct to SLAPP. We started the climb and NFP entered direct to SLAPP. Abruptly; ATC (a different sounding voice) commanded us to turn left immediately to a heading of 190 for low altitude warning alert. We complied. Next ATC turned us back to the right heading 340 and now climb to 14;000 feet. Next climb to 15;000 feet. Then there was an ATC frequency change and the next Controller cleared us to SLAPP and climb to FL190 and resume the departure. The flight was concluded with no incident.Suggestions: I believe there is a lack of clarity; lack of communication and lack of training on this departure. I believed we were turned to the heading of 360 (vectors after heading 110 on the SID) and forgotten or there was an over saturation on ATC's end. This is such a high density area for flying that departure and arrival procedures need to be straight forward; simple and tailored for all flight skill levels.


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


Synopsis: First Officer and Captain reported receiving a low altitude alert from ATC and immediate turn during departure from VNY airport.
Date: 201202
Local time of day: 1201-1800
Location: ZOA.ARTCC, CA
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Aircraft was in cruise on IFR plan in VMC. Another aircraft that was climbing appeared in front of aircraft and slightly to the left from below the nose of the aircraft in cruise. The approaching aircraft was taking evasive action via a hard climbing turn to its right. There was no notice of aircraft in the proximity given by ATC. ATC was notified of the near miss.




Synopsis: A BE36 pilot on an IFR flight plan reported a near miss at 9;000 FT with no advance ATC notification as the unidentified aircraft took evasive action.