elihoole/asrs-aviation-reports huggingface dataset:
Date: 201908
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B CLE
ATC / advisory: Center ZOB
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Distraction; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We experienced two known software anomalies on this flight that without pilot intervention could have caused a deviation. On arrival verification during descent; we discovered that an erroneous routing was entered by the FMC that would have caused a 110 [degree] turn off course from way point GROHL for Runway 6L CLE. This was caused by the FMC software entering an approach transition due to a common arrival fix. While we were correcting this error by deleting the approach via; we discovered the FMC had computed an incorrect descent path for a crossing restriction at JANYS. The FMC and displays erroneously showed the crossing restriction would be made while the computed path would have crossed the fix high. This was corrected by receiving an amended ATC clearance deleting the crossing restriction. These are both known FMC software anomalies and we have received training on the software faults and the potential to cause route and altitude deviations. There is an F4 message on every flight release indicating the potential for the erroneous path computation to cause an altitude deviation. These software faults have existed for years and have caused many altitude and route deviations. We have been informed that Airbus software faults will be corrected in a future software update. I am submitting this ASAP because these software faults continue to degrade safety by continuing to cause potential route and altitude deviations and unnecessarily distracting pilots by increasing workload. The Airbus software should be updated ASAP!




Synopsis: A320-200 Captain reported ongoing software problems that cause navigation and altitude deviations.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Aircraft component: Main Gear Tire
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During preflight the crew of a Cessna-560XL discovered that both the Left and Right Main tires were replaced as indicated on a previous Logbook write-up.  The write-up indicated the [Main] tires were replaced due to low pressure discovered during a Maintenance Checklist approximately one week earlier. It appears the tires were serviced during that Maintenance Checklist; however; the pressure was so low that servicing the tires should not have been allowed. The aircraft then flew on approximately 20 flights before the tires were replaced yesterday. It appears there are not Operational Control Procedures to ensure proper maintenance standards are upheld during the Maintenance Checklist.  [Recommend] adding operational control procedures to ensure proper maintenance standards are upheld during the maintenance checklist.




Synopsis: A pilot questions whether Operational Control Procedures are in place in their company's Maintenance Department to ensure that proper maintenance standards are upheld. He had noticed during a Logbook preflight their CE-560XL aircraft had flown 20 flights before the left and right Main Landing Gear (MLG) tires had been replaced for having previously excessive low pressures.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
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
Primary problem: Human Factors

Narrative: We were being vectored by Approach for the ILS on a left base; a heading of 140 at 4400 feet. I went to tune the CTAF frequency into the active of Com 2 and the standby of Com 1 so I could start listening to see if any GA traffic was in the circuit. We were still on our heading of 140 passing through the Localizer of the ILS which both the Captain and I found very strange. Especially since we had briefed and were aware of the surrounding terrain. Because of this the Captain had the Weather page on his side and I had terrain on mine. So I could see the terrain was starting to rise. I then noticed that the CTAF had somehow ended up in the active of both Com 1 and 2; once I noticed this I swapped frequencies in Com 1 and immediately contacted center (which was in the standby) they then put us back on to approach who then vectored us back around for the ILS and got us to climb to 5000 in order to avoid terrain. During the turn we did momentarily get a terrain caution message.The cause of this event is through myself incorrectly setting the frequencies. I am unsure how it occurred however a more careful approach will need to be taken in future.




Synopsis: CRJ-200 First Officer reported a loss of communication and terrain warning following an error in radio panel management.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at around XA:20 the B Flight Attendant and I were sitting on the aft galley jump seat on the right side of the aircraft and the B Flight Attendant said 'do you smell that'. I lowered my mask and said yes. The B Flight Attendant; I; and the C Flight Attendant smelt a burning smell that smelt electrical. The B Flight Attendant called the A Flight Attendant to notify her and to tell the Captain. For the safety of flight all flight attendants began to search for the location of the burning smell; and used the backs of our hands to locate any heat. The Captain called and suggested that two flight attendants return up front then return to the back to see if the smell was still apparent. The A and the C went back up front and then the A only came back. The B noticed the vent closest to the aft galley service door was warm and the odor of something burning was coming from that vent. I got down on my knees to smell the vent and did notice and odor and the vent was very warm on aircraft right. The A called the Captain to relay our information. Time was now XA:30 and Captain said to clean up the cabin; we would be diverting to ZZZ. At XA:40 cabin was cleaned and Captain called to say we were landing in 15 minutes. The cabin lights were all off and we asked the Captain if it was him; and now the vent was cool to the touch. We landed in ZZZ and passengers remained seated.




Synopsis: B737-800 Flight Attendant reported a fume event during cruise of a burning odor that smelled electrical resulting in a maintenance diversion.
Date: 202008
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: Climb
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We departed ZZZ with incorrect release. Both the Captain and I missed that we were on release 2. There was a re-route which ATC had to read to us. The Dispatcher thought he published release 2 before the Captain signed release 1. He was mistaken. Captain signed for release 1 three minutes before the Dispatcher submitted release 2. The Captain and I should have caught the error when the Final Weight Manifest was reviewed. This was my third flight after being off for 6 months because of COVID-19.




Synopsis: Air carrier First Officer reported the flight departed with incorrect release documentation. The First Officer referenced not having flown in the last 6 months due to the COVID-19 pandemic.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 9 miles north of the field; 3-4 miles east of the extended centerline for Runway XX at ZZZ; we were level at 2;000 ft. on a base leg for a visual approach to Runway XX in VMC. We received a terrain" caution; followed immediately with a "pull-up" terrain warning. The Captain disconnected the autopilot (AP) and initiated a climb to 2;500 ft.; and I notified ATC. There were no obvious obstructions or terrain near us - highest obstacle on the approach plate [was] 995 ft.; and I believe that was behind us. The terrain warning cleared as the Captain disconnected the AP and initiated the climb. We then proceeded back to 2000 ft. and completed the approach and landing into ZZZ. Unknown cause; possible EGPWS malfunction vs interference of unknown origin."




Synopsis: CRJ700 First Officer reported an EGPWS alert resulted in the Captain disconnecting the autopilot and continuing the approach to landing.
Date: 201704
Local time of day: 0001-0600
Location: ORD.Tower, IL
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Person / Animal / Bird
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Procedure; Manuals; Human Factors
Primary problem: Procedure

Narrative: A departure reported hitting a coyote on Runway 9L resulting in the runway being closed. The following aircraft; Aircraft X; was instructed to execute a missed approach. After coordinating with the Runway 9R controller; I issued an interim 040 heading and climb to 4000 feet followed by a turn to 320 (which was the coordinated heading with 9R). After issuing the final turn; I instructed Aircraft X to contact departure. Following Aircraft X; Aircraft Y was also given missed approach instructions and issued heading 040 to get in trail of Aircraft X. At this time; I noticed Aircraft X had remained on the 040 heading. Aircraft Y was approximately 4 miles behind Aircraft X and nearing the boundary of my airspace and the only other aircraft in the vicinity was not in conflict with either missed approach; so I chose to ship Aircraft Y to departure before coordinating with other local controllers which was done. After coordinating with the departure controller; I learned Aircraft X was instructed to fly 040 and climb to 6000 feet. While this is not standard practice; Aircraft X was out of the tower's airspace so not technically wrong.Better understanding between ORD Tower and C90 regarding missed approaches and why things are done certain ways would help.




Synopsis: ORD Local Controller reported issuing an aircraft a go-around was then issued nonstandard go-around instructions by the Departure Controller.
Date: 201404
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Aircraft component: Galley Furnishing
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: We have noticed that some of the new tech carts on the 747 the doors have been replaced. With these new doors it's impossible or very difficult to get the 1/4 turns down and over the lip of the new door (upper deck and economy galley). We also noticed that the new latches don't always line up; again making it difficult to close and latch the carts for takeoff and landing. Some of the new hinges are already cracked; this leads to the latches also not lining up for door closure.




Synopsis: A B747 Flight Attendant reported that new tech galley cart modified doors are difficult for flight attendants to close and latch for takeoff and landing.
Date: 202106
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I pulled plane out of hangar and conducted a thorough inspection. I checked the fuel level and decided not to add fuel since this would be only a taxi check of the plane. I decided to go through the engine start procedure; warm up the engine and do a high speed taxi to the end of the Runway and taxi back to the fuel pump. Runway XX was recently in use by another cub doing pattern work. After completing the run up check list; I announced on the CTAF frequency my intentions to do a high speed taxi to the end of Runway XX and exit the Runway.I proceeded to taxi onto the active Runway. I reduced power as I approached the far end of the Runway. I applied brakes. At this point the plane nosed over and came to rest on its back. I pulled the mixture to cut off fuel flow; turned off Master switch and exited the plane. The airport manager and some other people who work at the field came to assist. We pulled plane back over onto its wheels and stored it back in its hangar. Airplane suffers some damage. There were no injuries or other damaged property as a result of this occurrence.




Synopsis: Pilot reported conducting a high speed taxi check during which the aircraft nosed over and flipped on it's back after normal brake application.
Date: 201902
Local time of day: 1801-2400
Location: HTS.Airport, WV
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E HTS
ATC / advisory: TRACON HTS
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: On the approach LOC 30. Established on the approach leveling at 2;100 feet 1.2 miles from FAF we got a GPWS warning. We did everything to procedures. No cause. CA (Captain) was PF (Pilot Flying.) We did a go around and circled back to do the same approach without any problem. Tower gave us a number to follow up. The CA called them. Tower said that's the 2nd time the GPWS warnings has been a problem on that approach. Then the CA went on to explain what GPWS is to the tower controllers.


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


Synopsis: Air carrier flight crew reported a terrain warning on approach to HTS airport for an unknown reason.
Date: 201207
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation I (C500)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Altitude Hold/Capture
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: My crew of 2 departed Teterboro Runway 1 with the Teterboro 8 departure. Departure Control cleared my aircraft to 6;000 FT; heading 280. The next clearance was 'upon reaching 6;000; cleared direct BREZY'. I increased the ascent rate on the autopilot control in order to reach 6;000 FT more quickly so that I could proceed on course toward my destination. The autopilot did not level the airplane at 6;000 FT. The airplane climbed to 6;300 FT MSL before I initiated a correction. In the process of correcting; the airplane climbed to 6;500 for an instant before quickly returning to 6;000 FT. As the aircraft returned to 6;000 FT; ATC asked what altitude we were climbing to and stated that they saw a Mode C altitude read out of 6;500. At no time during this event was the safe outcome of the flight in question. No traffic was observed by the flight crew or reported by ATC in our vicinity during the altitude deviation. Contributing factors of the event include: flight crew failure to recognize the autopilot not capturing 6;000 FT; co-pilot not making altitude call outs per the company training manual; and the crew failing to comply with the company's sterile cockpit rule.




Synopsis: A CE-500 on the TEB 8 Departure failed to capture 6;000 FT because of an autopilot malfunction and additionally the First Officer failed to call approaching the assigned altitude.