elihoole/asrs-aviation-reports huggingface dataset:
Date: 201709
Local time of day: 1801-2400
Location: BED.Airport, MA
Flight conditions: VMC
Light: Dusk
Aircraft: Hawker 4000
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D BED
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Automation Aircraft RA
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: On right downwind leg for landing at [BED] airport. VFR traffic was 300 FT below. RA was given to us and we followed it.




Synopsis: Hawkwer 4000 Captain reported taking evasive action after an NMAC on downwind at BED airport.
Date: 201201
Local time of day: 0601-1200
Location: LAX.Airport, CA
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion
Second reporter function: Captain; Check Pilot; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Equipment / Tooling; Procedure
Primary problem: Ambiguous

Narrative: We were cleared by Ground to push; but the push crew had some difficulty and ended up breaking the tow bar. We wrote-up the break and eventually were towed forward towards the gate; both to clear the taxiway we were blocking and for the mechanics to inspect the nose gear. Inspection complete we made sure we had the new Maintenance release prior to pushback. On taxi out we also received an updated final weight manifest. All as it should be. There appeared to be some confusion about out and in times. Airborne it became apparent that someone had adjusted our original out time; closer to the time we taxied the second time. This was a surprise as we never opened a cabin door during the nose gear inspection; even though we had pulled back towards the gate. Times in the ACARS reflected such. We had a discussion via ACARS/SATCOM with Dispatch and Maintenance over an unrelated airborne write up; and brought up the discrepancy with the times. Dispatch claimed an adjustment would be made to address our concerns that pay and Flight-Time legality for the crew might be affected. A short time later; and likely due to that adjustment; or maybe the airborne write up; we started getting multiple messages over ACARS claiming our current Release was invalid for takeoff. Further discussions had Dispatch first agree with this assessment; but upon further investigation realize that we did in fact have the proper paperwork for departure. I'll wager that the discrepancy between the manually adjusted out/in times and what the plane was thinking (never blocked in) precipitated this issue. Dispatch claimed it might be due to a glitch in the maintenance computer.


Second narrative: Tow driver put unusual (excessive) angles on tow bar (approaching ninety degrees) during push to try and avoid a B757 at the top of the alley. The tow bar broke on pushback. After a preliminary inspection and a new tow bar we were towed forward back to the gate. We waited for a full maintenance inspection to include removing the tow bar and manually turning nose wheel steering full left and right by the Captain.


Synopsis: B767 flight crew experiences a tow bar break during push back and is pulled back to the gate for maintenance inspection. The Out time is manually adjusted; which produces a discrepancy in the release document and a great deal of message traffic once airborne.
Date: 201403
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: While climbing out in IMC with rain showers and moderate chop at night (early morning) while conducting OE; I called out that we were below 10 degrees C and was going to turn on the engine anti-ice. Instead; I mistakenly turned off the B System hydraulic pumps which are located directly below the engine anti-ice switches. The resulting Master Caution light provided immediate awareness of my switchology error and I quickly turned the B System hydraulic pumps back on and then turned on the engine anti-ice. Total time involved was approximately 10 seconds. I am filing this out of an abundance of caution as it was basically a non-event; BUT was still a rather surprising mistake to make. The First Officer was an innocent by-stander as pilot flying.Although this particular event was only about 10 seconds in duration and did not result in any self-induced problems; moving the wrong switches in an airplane is a mistake that could have much bigger consequences if other switches were involved. I was quite surprised and rather embarrassed by this mistake. The only way to prevent this mistake is be sure you have the right switch before turning it off or on depending on the switch.




Synopsis: A check airman conducting initial operating experience for a new First Officer was embarrassed when; after advising he was turning on engine anti-ice; instead turned off both B System hydraulic pumps; the switches for which are adjacent to the anti-ice switches. The err was quickly rectified when a Master Caution warning illuminated the error of his ways.
Date: 202001
Flight conditions: VMC
Light: Daylight
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Main Gear
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Equipment / Tooling; Procedure
Primary problem: Human Factors

Narrative: Aircraft X arrived to ZZZ with a ground time of 1 hour 24 minutes. the lead assigned to aircraft was [Mechanic] and two techns. Aircraft had a status message semi lever gear press left. All leads in the crew were monitoring the situation including the supervisor on duty. The technicians working the item were having a problem with the tooling used to service the strut. They were able to clear the message but the strut pressure was not at the proper level for dispatch per chart in the amm. The plane was in delay so I decided to go assist along with another lead [mechanic]. The supervisor on duty was already with the techs. I suggested to the supervisor and technicians to either find an alternate method to service the strut or find another strut servicing gauge. At that moment the supervisor on duty decided to go back to his office. Then management decided to sign of the log items including the mrd knowing that the pressure was not at Dispatch level. The plane took off. The message came back; and it was serviced at the next station. Have proper tooling available to support the aircraft and management should not circumvent procedures and releasing an aircraft knowing it was not ready for dispatch.




Synopsis: Maintenance technician reported that an aircraft was not serviced with the proper procedure; and was signed off and returned to service without being repaired.
Date: 201605
Local time of day: 0601-1200
Location: ORL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E F11; TFR DISNEY
ATC / advisory: Tower ORL
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was tracking the runway 7 localizer inbound 10 miles west of the Disney TFR at 2500 MSL and contacted Orlando Executive Tower on 118.7. The Controller instructed me to continue tracking the localizer inbound so I did. As I was nearing the Class B shelf I began to descend to 1500 MSL as I was not cleared into B airspace. I was cleared to land; then after landing given a number to call about a TFR violation. I called the [number] and was told I had violated the Disney TFR. I did not question passing thru the edge of the TFR as the Controller had instructed me to continue tracking the localizer inbound; which passes thru the north edge of the Disney TFR.Trimming the north side of the Disney TFR so the localizer path to Runway 7 did not pass through would eliminate this violation potential.




Synopsis: SR22 pilot reported ATC advised he violated a TFR even though he felt he flew his cleared course accurately.
Date: 201705
Local time of day: 1201-1800
Location: MSP.Airport, MN
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
ATC / advisory: Tower MSP
Second aircraft: Regional Jet 900 (CRJ900)
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working all locals combined during routine runway inspections/closures. Aircraft X was taxiing to Rwy 30L; and Aircraft Y was on final for runway 35. Because Aircraft Y was about to enter the 35 ADW [Arrival Departure Window] I instructed Aircraft X to line up and wait on 30L and received a good read back. Aircraft X still had a ways to taxi and it appeared that the wait in position would be minimal before Aircraft Y exited the ADW. I did not give Aircraft X a reason why they were put into position. I did my normal scan and checked 30R to see the progress of the vehicles for the 30R closure. After scanning the radar for Aircraft Y's progress through the ADW (they were in the middle of the ADW); I looked out on the runway and noticed Aircraft X in their takeoff roll. They were about 1000 feet down the runway and had enough speed that I felt aborting their departure roll would be a less safe option rather than turning them north if Aircraft Y went around. I issued Aircraft X a takeoff clearance with a runway head[ing] to provide some control when they were in the air. When I was confident that the situation was resolved I turned Aircraft X on the appropriate heading and sent them to departure. When working 30s/35 CRO [Converging Runway Operations] I normally only issue a reason for being in position to wait for the ADW when there is another aircraft on the final for the 30's. I do this so the pilots do not get anxious about being on the runway when they know there is someone landing behind them. In the future; I need to issue it to all aircraft in this configuration; regardless of demand on the parallels. Although Aircraft X rolled on their own; I feel that the fact that I didn't explain the reason for Aircraft X's LUAW [Line Up And Wait] contributed to them rolling on 30L with an aircraft in the 35 ADW.




Synopsis: MSP Tower Controller reported that an aircraft was told to line up and wait but took off in error while an arrival was in the Arrival Departure Window.
Date: 201710
Local time of day: 1201-1800
Location: PHL.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHL
ATC / advisory: TRACON PHL
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were 3000 ft and 5 miles outside of JALTO on the ILS 27R into PHL with the autopilot engaged. We encountered wake turbulence [from] the aircraft in front of us which knocked the autopilot off. Without much deviation at all; the PF recovered the aircraft to straight and level flight. We then notified ATC and [were] offered a slower speed of 160 kts which we accepted. This gave more separation between our aircraft and the aircraft we were following. No further disruption occurred.The wake turbulence was detected by short yet very noticeable bank to the left and then right. Also; the autopilot was kicked off by the event. ATC did not allow enough spacing to prevent wake turbulence encounter. I took over manual control of the aircraft and slowed to aircraft to offer proper separation. Suggest more spacing between aircraft.


Second narrative: [Caused by] too little separation between our aircraft and the A320 by ATC.


Synopsis: EMB-145 flight crew reported a minor track deviation occurred when they encountered wake turbulence on approach into PHL in trail of an A320.
Date: 201211
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First flight of the day; climbing out of approximately 12;000 FT with autothrottle ON and VNAV climb mode selected. We felt a 'mushy' yaw/roll/pitch change followed by a more pronounced yaw in the opposite direction. I noticed the number one engine had rolled back significantly to the mid 60% range. I assumed the number one engine had failed and disconnected the autothrottle and autopilot. I retarded the number one throttle toward idle and the engine appeared to stabilize. When the engine stabilized; no further abnormal indications were noted. The flight attendants reported hearing a 'pop' just before the event. We ran all checklists and returned to the departure airport. We elected to use flaps 15 for the landing. The remainder of the flight was uneventful. Upon shutdown; a red box appeared around the digital readout of the number one engine N1 indicating an exceedence. Dispatch; Maintenance; and the Chief Pilot were notified. A logbook entry was made.




Synopsis: A B737-700 engine rolled back in flight then stabilized; but after that the flight attendants reported a pop. The flight returned to the departure airport where engine instruments indicated an N1 exceedence.
Date: 201707
Local time of day: 0601-1200
Location: LGB.Airport, CA
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Descending via the DSNEE1 arrival into LGB I asked FO (First Officer) if he was going to make the crossing restriction at AASPN. He said yes. ATC then asks if we are going to make the restriction I say 'yes sir'. We missed restriction by 500 ft. ATC did not say anything but we decided to fill out a report.As the Captain I should have been more direct with the FO and command him to descend at a better rate. He did not have the situational awareness to know he was going to be high. I need to make sure the aircraft crosses the restriction at the lowest altitude not somewhere in the middle or the top altitude.




Synopsis: Air carrier Captain reported missing a crossing restriction after the First Officer assured him they would make it.
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Main Gear Door
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 Less Severe
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon arrival Mechanic informed me that right main gear door was missing; and there was a hydraulic leak. I noticed that the large right main flying gear door was completely missing; and about half of a smaller gear door torn off/missing. At least 2 hydraulic lines on right main gear were bent; outboard line appeared to have a slow leak. Some salient points that I recall about flight and approach: 1) At no portion of flight from liftoff to landing did I hear any abnormal noise; or feel any abnormal vibration or buffeting. 2) No gear door EICAS messages or discrete lights were observed. 3) At all times on final approach; aircraft was at or above glide slope (about 8 mile final). 4) Extended landing gear base to final; estimate 2;500 FT MSL. I called Dispatch; informing them of event; they were already aware of it- Maintenance probably made first call to company. I returned to cockpit; pressing master test button- all lights illuminated. I checked hydraulic quantity - all 3 read between 0.91- 1.01. When informed by Dispatch that we were being put into crew rest; shut down aircraft beyond 'through station items;' and left logbook open for Mechanic to write up since he discovered missing door first; and would likely be making repairs.




Synopsis: B767-200 Captain was informed by maintenance that post flight inspection revealed the right main landing gear door was missing from aircraft; and adjacent hydraulic lines were damaged and leaking fluid. Pilot had no indication and was not aware that anything was amiss during flight and taxi.
Date: 201502
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Gulfstream II (G1159)
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the take-off roll; at approximately 80 KTS; one right main tire burst. Captain elected to abort takeoff and while bringing aircraft to a stop; the second main right tire burst. There were no injuries or any significant damage to the aircraft.


Second narrative: [Report Narrative Contained No Additional Information.]


Synopsis: G1159 flight crew reports a tire failure at 80 knots during takeoff resulting in a rejected takeoff. As the aircraft is brought to a stop a second tire on the same side burst.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 10
Light: Daylight
Aircraft: Commander Prop Jet Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was given a low altitude alert after being cleared to land. I think that I was given the alert due to having a close in base turn due to rain off the south end of the airport.




Synopsis: Captain reported receiving a low altitude alert on final and surmised it was due to rain in the vicinity of the runway and continued the approach to landing.