elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 0601-1200
Location: BDU.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G BDU
Second aircraft: Other
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction
Anomaly: Conflict NMAC; 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: Was taking off Runway 8 at BDU; glider traffic called base for glider [Runway] 26 (a small runway parallel to Runway 8). Was surprised that glider was flying traffic patter opposite of everyone else; and wasn't quite sure what to make of it; but I deemed it to be no factor. When I took off; the glider was on short final for the opposite parallel runway; and I passed about 400 feet south of them when I took off. To be clear; there was no risk of collision; but it was a bit too close for comfort. I definitely misjudged whether the glider would be a factor; and especially given the fact that they were using the opposite parallel runway; in the future I will refrain from taking off until any glider traffic in the pattern is on the ground.




Synopsis: GA pilot reported an NMAC event during takeoff with opposite direction glider landing on parallel runway at BDU non-towered airport.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On gate arrival after brakes set; seatbelt signs off and engines off I scanned the doors page to watch the slides being disarmed. At that moment I saw the 1R door go amber with the slide still armed. I assigned my FO to complete the shutdown checklist on his own and proceeded to the 1R door to assess the situation. At the 1R door I found the door partially open. The Flight Attendant; male; was pulling down on the 'control handle'; using what appeared to be all his effort. I observed that the 'slide arming lever' was in the disarmed position and the 'Slide Armed' light did not appear to be illuminated. My assessment of the situation was that; if the slide was still armed and triggered; the Flight Attendant would be pulled out of the plane upon deployment. If the door was disarmed; then if the Flight Attendant let go; the slide would not inflate. Looking out the window the area looked clear; except for the catering truck that has just stopped below. I instructed the Flight Attendant to relax [his] grip; to 'slowly let go'. As he started relaxing his grip the door's pneumatics pushed the door out of his grip; open and the slide deployed. Flight attendant was only with the company for 1 1/2 years and this was his first flight on the Airbus.




Synopsis: During shutdown at the gate; A321 Captain noticed that the 1R cabin door warning was amber. Captain exited the cockpit and noticed a Flight Attendant pulling on the door handle with considerable force and that the door slide appeared to be disarmed. When the Flight Attendant let go of the handle; the door automatically opened and the emergency slide deployed.
Date: 201407
Local time of day: 1201-1800
Location: DPA.Airport, IL
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class D DPA
ATC / advisory: Tower DPA
Reporter organization: Government
Reporter function: Flight Data / Clearance Delivery; Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: I was giving OJT on Ground Control combined with Clearance Delivery. The trainee cleared the aircraft to PIA via the OBENE One departure; OBENE intersection; direct; climb via the SID expect 12;000 10 minutes after departure. The aircraft read back the clearance correctly. After the aircraft departed; the Departure Controller called and said the aircraft checked on saying he was climbing to 120. The departure stopped the aircraft at 30. I checked the tape and confirmed the clearance was read back correctly. There is no top altitude on the OBENE One SID. In very fine print it does say to maintain 30 which some pilots miss.I recommend we stop using the phraseology 'Climb via the SID' and use 'Climb and maintain' like we have always done.




Synopsis: DPA Tower Controller reports about an aircraft clearance that is confusing when using the Climb Via phraseology.
Date: 201507
Local time of day: 0601-1200
Flight conditions: Mixed
Weather elements / visibility: Turbulence
Aircraft: HS 125 Series 700
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Captain; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; 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
Primary problem: Environment - Non Weather Related

Narrative: We were ferrying an aircraft to Africa. On an initial climb to 10;000 feet we were about to level off when the autopilot lurched up and the altitude hold had disengaged. By the time we were able to correct the problem ATC was asking us to stop our climb. We had climbed approximately 3-4 hundred feet rapidly before we were able to disengage the autopilot and return to level flight.We sincerely appreciate the controller's quick response to the matter. Nothing even close to that in Africa.After we leveled off and regained our altitude which was over in a few seconds; we did see a jet pass over us about 5;000 feet above us and several miles in front of us. The controller did a great job working with us.




Synopsis: HS 125 Series 700 Captain reported an altitude excursion probably caused by a wake vortex encounter.
Date: 201810
Aircraft: No Aircraft
Operator: Air Carrier
Flight phase: Other N/A
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Routine Inspection
Result: General Work Refused
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: [Shipping container] was discovered to have Undeclared Dangerous Goods in the shipment. While building the agents noticed that some of the freight had a Class 9 Consumer Commodity stickers attached. No Shipper's Declaration nor required statement on the master airway bill was found.




Synopsis: Cargo personnel reported Dangerous Goods shipment missing shipper's declaration on master airway bill.
Date: 201810
Location: IAH.Airport, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
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: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Airport
Primary problem: Airport

Narrative: Exiting Runway 26R at Houston Intercontinental; after landing; taxiway FD; we were given taxi instructions. I was unable to read the taxi signs due to high grass reaching the top of the signs. My first officer was familiar with Houston and informed me as to where to go. I am [based at another airport] and just came off the 777 as an international pilot. I am not familiar with all the taxiways at Houston. As you may well know; exiting a high speed taxiway at a greater than normal speed (because it is a high speed exit); unfamiliar; and having to change my iPad from approach diagram to taxi; while listening to taxi instructions; there is a lot going on all at once. All this is ok and not a problem. When I couldn't identify the signs right away; it was confusing. I stopped the aircraft; clear of the runway; and confirmed my First Officer's advice after reviewing my taxi chart.




Synopsis: Air carrier Captain reported having trouble reading the airport taxiway signs due to high grass at IAH.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Door
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: I was the Captain on Aircraft X parked at the gate. After the agent closed the door; the number 1 FA (Flight Attendant) came to the cockpit and said she couldn't arm the 1R door. This we confirmed this on the door ECAM page. I went back to look at door and confirmed it wouldn't arm. I disarmed door and cycled it. The arming lever would not arm. I disarmed the door again and confirmed the arm light was not lit and the green disarmed indicator showed disarmed; not armed. Both FA's in galley confirmed this. I opened the door slightly and the slide deployed. My FO (First Officer) confirmed that cockpit indicated not armed at deployment. No one was injured.




Synopsis: B777 Captain reported a cabin door arming issue led to an inadvertent slide deployment.
Date: 201310
Local time of day: 1801-2400
Location: ZNY.ARTCC, NY
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZNY
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: ATC re-route by LGA Clearance Delivery. Original flight plan route was; LGA DCT WHITE J209 SBY DCT DIW ...   Revised clearance;  LGA 4 DEP RWY 31; RIGHT TURN HDG 359; RADAR VECTORS JFK; WAVIE; EMJAY; J174 SWL CEBEE WETRO DIX ... Normal departure and climb until ATC cleared us direct WAVIE. I selected WAVIE to 1L ...yup looks good; like that?  LNAV.  As we are rolling through a HDG 270; ATC informs us we are 'off course'  and re-clears us DCT WAVIE.  WAVIE is in 1L and LNAV is engaged pointing us further to the right.  ATC then gives us a 'heading 180 DCT WAVIE when able.'  It dawns on me to ask for the phonetic spelling of WAVIE .  ATC replies 'Whiskey Alpha Victor Echo Yankee...... WAVEY.'   I corrected the spelling of WAVIE in 1L; and it provided a heading of 150; LNAV engaged again and all is well.  I explain to ATC the WAVIE vs. WAVEY input error (on my part during the re-route on the ground) and received a bemused chuckle from ATC.  They didn't seem at all surprised by this; more like we were just one more flight crew who fell into that trap.  1) Mileage on PROG page was significantly more; so we checked all the points again; 3 times!!!  Paper to glass; glass to paper et al.  We thought the mileage discrepancy was due to route discontinuities on both the departure; and arrival ends.  2) We did not have a new flight plan so could not check heading and distance to next waypoint to see if it makes sense only the flight plan review. I am reading WAVIE; and my First Officer is hearing (and seeing WAVEY on the flight plan review) what's the problem?   3) Short of checking the spelling for each point; you would have to check the heading on the FMC to the next point to see if it makes sense; and we do not do that. One pilot reads the points off the ND for continuity; and the other pilot confirms them against the flight plan paper copy. You would need to do international procedures (like on the over water portion of the NAT) to catch this.




Synopsis: B737 Captain reports being issued a reroute from LGA via LGA4 heading 359 for vectors to JFW; WAVEY ... except WAVEY is spelled WAVIE and the error is not detected and a track deviation results.
Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness; Distraction; Communication Breakdown; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Procedure; Logbook Entry; Human Factors; Aircraft
Primary problem: Procedure

Narrative: While completing my exterior preflight inspection; I noticed fuel leaking from the #2 engine. I notified the Captain and maintenance was called. After finishing my preflight; maintenance arrived and notified us that the leak looked to be in limits; but that he will stay until departure time to continue to monitor the engine to ensure it stays within limits. We were told as the engine starts and warms; the fuel leak almost always decreases or disappears. As we pushed back and started the #2 engine; everything occurred normally and we got the thumbs up from the mechanic from the ramp. We completed our before taxi checklist and then departed for ZZZ. Upon arrival in ZZZ; ramp notified us that a clamping mechanism was attached to the #2 engine. The Captain went to inspect and remove a vice grip that was attached to the engine. We concluded it was left attached from the mechanic who was monitoring the fuel leak prior to departure in ZZZ1. We also remembered that we never received a logbook entry from the observing mechanic that the fuel leak was in limits. After talking to the Chief Pilot (after returning the vice grip) we decided to file an ASAP.




Synopsis: B737 First Officer reported fuel leak #2 engine; requiring maintenance to inspect; subsequently aircraft departed with no log book entry being made and tools left attached to engine.
Date: 201902
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Relief Pilot; First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Workload; Time Pressure; Distraction; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I was] relief pilot at time of occurrence. Left autopilot and autothrottles engaged. The flight was in an auto-flight descent and on ATC vectors heading 155 to intercept Runway XXR LOC/ILS; descending to 2;000 feet in Flight Level Change 'FLCH'; flaps 20 speed 190 knots. At LOC capture and in the turn descending through 2;100 feet the aircraft began an uncommanded climb and acceleration. At 210 knots the autopilot was disconnected and hand flown back to 2;000 with autothrottles engaged. Crew observed the airspeed now decreasing below 190 knots which alerted crew of potential autothrottle malfunction. Autothrottle was disconnected for remainder of the approach and landing. At no time did the crew observe a deviation off of the localizer course. Due to the unexplained altitude climb ATC broke the flight off the approach and vectored us around for an uneventful Runway XXR ILS approach and landing. Once the aircraft was stabilized at 2;000 feet left autopilot was reengaged until approximately 1200 feet AGL when autopilot was disconnected and a normal landing was accomplished. After we blocked in the auto-flight system malfunction was logged as a maintenance discrepancy.


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


Synopsis: B767 flight crew reported on final approach (LOC capture) the autothrottle system experienced a malfunction which resulted in an uncommand climb and acceleration.
Date: 201506
Local time of day: 1201-1800
Location: GGG.TRACON, TX
Flight conditions: Mixed
Light: Daylight
Aircraft: Military Trainer
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
Airspace: Class E GGG
ATC / advisory: TRACON GGG
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter VFR In IMC
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Weather

Narrative: I was on CIC and another CPC (Certified Professional Controller) was conducting OJT with a trainee.  The trainee had two aircraft on a STAR; the one in back climbing out of 065 for 080.  Aircraft X; a [military] flight of 4 checked on inbound to GGG IFR.  The developmental issued descent to 090 and told them about traffic.  In my opinion; the altitude cap was unnecessary; but kept the flight above the aircraft climbing.  Aircraft X was looking to enter the VFR pattern at GGG via the overhead/break.  They didn't like being capped; so they cancelled IFR and were acknowledged; but still kept at or above 090.  They asked for a vector to avoid buildups to the East and the developmental issued HDG 050.  They then said that they couldn't maintain VFR on that heading and said 'We're IFR at 090.'  The developmental said roger; but never re-cleared them IFR.  He then issued a heading 360 and a descent.  This put Aircraft X on a converging course with Aircraft Y.  Aircraft X and flight lost the 4NM IFR separation with the overflight; but there was some question as to whether they were still IFR or not since they'd never been re-cleared.  The OJT Instructor should have taken over sooner and put a less complicated plan into effect.




Synopsis: GGG TRACON Controller reports of a loss of separation due to a flight of aircraft that deviated due to weather.  The flight had previously cancelled IFR; but could not maintain VFR due to the weather.