elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Checklists
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
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: Manuals
Primary problem: Manuals

Narrative: New B737 normal checklist have not been well trained to the aircrew. Confusing and cause problems with standardization. Pilots need specific training. The checklist were placed in our mailboxes with minimal training provided. Suggest 2 day training period at the flight academy with qualified check airman. Gradual implementation where either procedure is allowed. Then after; all are trained we only use the new procedures. New procedures should be re-written for clarity.




Synopsis: A Boeing Captain reported the need for additional training on new checklist procedures.
Date: 201708
Local time of day: 1801-2400
Location: M98.TRACON, MN
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E M98
ATC / advisory: TRACON M98
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)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On approach with IMC weather into MSP for RNAV Z 12R we had a failure to sequence problem with FMS load 27.1. I was PIC with pilot monitoring duties. We were cleared direct ZESTY cross ZESTY at 4000' cleared RNAV Z 12R. LNAV / VNAV were both active and APP was selected. 3000 ft was selected for KINNS and altitudes verified in FMS. Our course to ZESTY was approximately 100 deg heading. Reaching ZESTY the aircraft remained on the current heading of approximately 100 deg and failed to join final approach course. VNAV did capture and was descending on profile. The vertical profile view on the MFD was frozen. The CDI was deflecting to the left which was the opposite direction that we needed to fly. Both myself and the SIC recognized this immediately. After a quick verification that all modes of navigation were armed correctly and the correct runway was selected we recognized it as a failure to sequence of the FMS load 27.1. I immediately called for missed approach. We conducted a missed approach in heading mode with ATC instructions. I notified tower that we had a RNAV problem and needed vectors for the ILS 12L. We flew approach ILS 12L and landed without further incident.With the weather being IMC with bases of 600 ft and the possibility of parallel traffic on RWY 12L this failure of FMS load 27.1 had the potential to quickly become a CFIT or air to air collision. Luckily we recognized the problem and didn't waste any time executing a missed approach. Immediate correction of the known issues with FMS load 27.1. I currently do not feel safe relying on it for navigation.


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


Synopsis: EMB-175 Crew reported the FMS failed to sequence on an RNAV approach which resulted in a missed approach and were vectored for an ILS approach.
Date: 201912
Local time of day: 1801-2400
Location: ELP.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ELP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: Cleared to taxi to end of Runway 26L upon landing and then into the taxiway extension of 26L; right turn on Taxiway J to the ramp.  Taxied to the area adjacent to the intersection of taxiways J; G; K; and H; but could not see a sign for it from the taxiway extension; saw F ahead; so we stopped.  Asked Ground for different taxi instructions since we couldn't make the over 90 degree right turn onto J from where we were.  Received taxi via F and back to J from Ground.Signage for Taxiway J is behind you when taxing westbound off the end of Runway 26L. We were unfamiliar with the layout at the junction of taxiways G; H; K; J and the extension of Runway 26L.  Taxiway J sign is up the taxiway and facing slightly away from you while headed west on Runway 26L extension.  It was nighttime; dark with good visibility; but neither of us saw the sign for J.  We stopped abeam the intersection of H; J; and K but couldn't make the turn for J; so we stopped and requested different clearance.Better signage for Taxiway J alongside the taxiway extension of Runway 26L.  More familiarization with the layout and better briefing of the difficulty in identifying the turn for J by me and the FO.  The area is a hot spot for incursions and we had talked about it but neither of us saw a sign for J.  The sign for J is well up the taxiway and is slightly behind you once you are abeam the intersection of those 5 taxiways.




Synopsis: Air carrier Captain stated that the sign for Taxiway J was not visible at night due to the sign's placement and angle at ELP airport.
Date: 202102
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cargo Equipment
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Human-Machine Interface; Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Ground Equipment Issue
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Load [was] a very heavy DG create from the stores going to ZZZ1. I was on the right side of belt loader looking for the clearance between the door and create my side was good. I don't know what happened on the left side. The create was heavy because of wood stand. Power stow stop because of the weight of the DG.




Synopsis: Air Carrier Ground Personnel reported aircraft cargo equipment malfunctioned during preflight loading.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of Hydraulic quantity: Approximately 1:40 hours into [the] flight we received an 'R HYD QTY' EICAS alert. Quantity showed .48 and continued to slowly decrease over the next hour. Went to the appropriate QRH checklist: only says 'quantity is low.' After consultation with [Operations] and [Maintenance Control] decided it was fine to continue to destination. When Right hydraulic system quantity got down to .07; we executed the 'Loss of System Pressure' checklist; before the low pressure EICAS message appeared; in order to preclude any overheat damage to the hydraulic pumps. This was also coordinated with [Maintenance Control]. Flight was continued to destination for an uneventful landing and taxi to the gate. Maintenance met the aircraft and confirmed hydraulic fluid streaming aft on right wing.




Synopsis: B767-300F flight crew reported hydraulic system failure in flight.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not 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 Diverted
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: While at 32;000 feet in cruise flight when we noticed a crack flowing across and down the Captain's windshield. There were sparks and what appeared [to be] melting metal within the crack; so I immediately shut off the window heat. We ran the QRH for windshield damage and diverted to ZZZ. There were no EICAS messages or popped circuit breakers.




Synopsis: The pilot of a CRJ 200 reported observing a crack forming across his windshield accompanied by sparks. He turned off the window heat; performed the QRH procedure and diverted.
Date: 201508
Local time of day: 1201-1800
Location: AVP.Airport, PA
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E AVP
ATC / advisory: TRACON AVP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The issue started while on a right downwind for Runway 22. During the approach we received a 'terrain pull up' verbal warning and immediately added [power] and pitched up to avoid the terrain. The aircraft landed without any further incident. This event started on a right downwind when we were at 4000 ft and a heading of 350. Approach Control told us to turn right heading 310 and descend. I didn't hear the altitude as we needed to make a right turn and the FO (First Officer) asked the Controller to 'say again'. This time the Approach Controller issued us a right turn heading 130; descend maintain 2700 ft. The FO and myself both heard 2700 ft and confirmed the altitude. We began a right turn to heading 130 and began a descent of about 1300 fpm. While descending through about 3300 ft we received a 'terrain pull up' verbal message and began a climb. While this was happening we heard ATC issue us a heading which neither of us recall as we were busy. The FO told approach we received a terrain message and we were told to climb to 3700 ft and make a right turn 190. Which we complied. We were at flaps 8 and outside the FAF; were cleared for the ILS Runway 22 and made a stable approach into AVP. On the ground I asked for Approach Control's phone number and called them on the ground to see what just happened. I was told that 3700 ft is the minimum vectoring altitude for that sector and he said he would look into what took place. He gave me a number for the supervisor of for any follow ups if needed. The FO and myself are positive we heard 2700 ft but we were also in a task saturated situation preparing for an approach.


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


Synopsis: Regional jet flight crew reported receiving a terrain warning on approach to AVP Runway 22.
Date: 201412
Local time of day: 1201-1800
Flight conditions: IMC
Weather elements / visibility: Rain; Icing; 5
Light: Daylight
Aircraft: Global 5000 (Bombardier)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Aircraft was routing via the ADGE1F for the ILS 34 [at UBBQ]. From ADGEN the aircraft was descended to FL060 by ATC. From position LUSAL the aircraft was given a radar vector in a NW direction and cleared to descend to 3000ft on QNH 1028 by ATC. Aircraft was fully configured for landing at GS intercept and established on the LOC. Shortly after descent on the glideslope (GS) the EGPWS system initiated a GPWS caution message. 5 seconds later a GWPS warning was sounded. The pilot flying initiated an immediate missed app following the published missed app routing and climbing to 3800ft under ATC instruction. Aircraft was routed via radar vectors maintaining 3800ft for the ILS RWY34 and landed safely.Both crew members were unfamiliar with the airport and have never flown there before. The flight was conducted in IMC with icing conditions and the aircraft was under radar control. The aircraft was established after the FAF within 5 nm from the RWY with LOC and GS green.The only option the crew had was to respond to the EGPWS warning despite the aircraft position at the time. We were unfamiliar with the airport and terrain surrounding it. Spending valuable time to figure out the reason for the warning was not an option.I wish to also mention. On departure RWY34 later that afternoon shortly after rotation prior to raising the gear the GPWS warning sounded again. At this time the aircraft was VMC with no visual reference to impeding terrain. The takeoff was continued.




Synopsis: BD700 Captain reported getting a GPWS terrain warning on approach to UBBQ. The reporter questioned the accuracy of the warning since he got another warning on departure when no terrain conflict was visually apparent.
Date: 201402
Local time of day: 1201-1800
Location: IAH.Airport, TX
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: Approach Coupler
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Environment - Non Weather Related; Airport; Aircraft
Primary problem: Ambiguous

Narrative: We believe the incident occurred at approximately 4;000 FT on the ILS to [Runway] 8R in IAH with ceilings of about 600 FT. The aircraft suddenly pitched up; climbing approximately 200 FT and lost about 12 KTS of airspeed. As I was reaching for the controls to take over manually; it then nosed over in excess of 1;000 FT per minute and accelerated past target; the nose then lifted again and the airspeed started dropping. I believe it was about the time it nosed over again that I decided that hand flying the aircraft was definitely a better option; clicked off the autopilot; lowered the nose and added some power to recover airspeed. I noted that the glideslope was settling down as was the command bars and hand flew the aircraft to follow the ILS signal once again. I figured something had driven in front of the ILS antenna; but I've never seen an aircraft respond so dramatically to that before. When we broke out of the clouds; an A380 was taxiing west on NA. It must have been that aircraft that caused such a large deviation in the ILS signal.




Synopsis: B737 Captain experienced autopilot anomalies at 4;000 FT on the ILS 8R approach to IAH; with the aircraft pitching up and down vigorously before the autopilot can be disconnected. After breaking out from the hand flown approach an A380 is seen taxiing on the parallel taxiway.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Pitot-Static System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Result: General Maintenance Action
Contributing factors: Aircraft; Equipment / Tooling; Human Factors; Procedure; Staffing
Primary problem: Procedure

Narrative: ETOPS X day; all legs Aircraft X. Initially Day 2; transmitted ZZZ twice at Gate X. Jetbridge Gate. Checklist Pitot Tube Cover Installation/Removal Procedures; were not applied either time. That is...no covers; no notification to the crew. None. Not done. The next day; ZZZ Gate Y; the aircraft was shutdown for almost an hour. Crew went for food and drink.Returned; pre-flighted aircraft; and began the push uneventfully. There were at least three Operations people at the jetbridge observing our push. The Operations Agent; and Instructors; Managers; and no one alerted us to the pitot covers that had been attached to the aircraft while we were in the terminal.There were no streamers provided. The Captain was not notified. During the push; thankfully the alert Tug Driver asked me why there were 'streamers on the nose.' The PARKING BRAKE WAS SET. Operations was called and we asked who did what during this push and why were we not notified? And how dangerous this was. Specifically; the Checklist and Standard Procedures; Item XX (ZZZ Standard Procedures).During the pre-flight walkaround; Ground Operations will remove the pitot covers. This did not happen. Ground Operations will display all covers to the Crew. This did not happen. The Operations Agent will confirm with the Flight Deck Crew that they received visual verification the covers were removed; at which time the Operations Agent will collect the Probe Heat switch streamers. [This] did not happen. Only the alertness of the Tug Driver; daylight; helped us trap a potentially catastrophic error. When I called Operations to inquire about their process; and I mentioned the danger and seriousness of this event; the person on the radio responded as follows: 'Mr. Pilot Man; I apologize for the Inconvenience.' Inconvenience??!!


Second narrative: [Narrative added no additional information.]


Synopsis: Air carrier flight crew reported pitot covers were left installed after push back.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; 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; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As we arrived in ZZZ; the First Officer and myself had planned on the ILS to RWY (Runway) XX as the winds had favored that runway. The winds had shifted and favored RWY XY as we were handed off to approach control. As I was the flying pilot; the FO (First Officer) hastily entered the RNP to Runway XY. This was also our first time into ZZZ. As the aircraft captured Final App... it looked as if we were on profile... and we were also visual. I soon realized that the altitude constraints had not been loaded due to the fact that the approach via had not been entered. I arrested the descent; however; we did get the 'pull up warning ....a go around was performed followed by the published hold. We then performed the ILS to RWY XX; circle to [Runway] XY to a normal landing."




Synopsis: Air carrier Flight Crew reported GPWS Alert on approach.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Other all
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Repairman; Maintenance Inspection Authority; Maintenance Avionics; Other Engineer
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On (Date); the Company Service Center in ZZZ received a report that the Fault Tolerant ADIRU had a navigation performance system failure that the pilot reported resulting in the crew and aircraft becoming lost during a recent flight. The component was returned to the United States. The US personnel reviewing the failure indicated that the failure was due to an undetected failure of a ring laser gyro resulting in drift that went undetected by the FTADIRU. This is concerning as another Aircraft X went missing having the same navigation system. A Aircraft X type; full of passengers should not 'get lost' due to a navigation system failure; but the engineers confirmed this was certainly possible upon analyzing the failure in detail.




Synopsis: Flight Crew reported that an ADIRU failure caused the crew and aircraft to become lost.