elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Rudder Trim System
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Workload; Troubleshooting; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Procedure; MEL; Chart Or Publication; Aircraft
Primary problem: Chart Or Publication

Narrative: ACARS printed Maintenance Flight Release danger. Dispatched with a number two rudder trim system inoperative. There is a flight crew system test procedure required before each flight with numerous steps. There are different procedures for the A319 than the A320 aircraft with different values required as trim limits. The safety issue is with the way the ACARS prints the Maintenance Flight Release. Our Maintenance Flight Release was four pages long but printed in a one; two; four; three order thus mixing the procedural steps and we inadvertently continued the procedure for our A320 on the page that was intended for the A319. So the rudder limit of 20 left/right showing on the test (and correct for the A320) read as a failure for the 319 page (which requires 25 left/right). I noticed as maintenance was running their test that their paperwork showed only requiring 20 left/right. I relooked at the Maintenance Flight Release and was able to deduce that the pages had been printed out of order leading us to look for the wrong limits during the test. A reprinted Maintenance Flight Release had the exact same page order one; two; four; three. This is an issue that could absolutely affect the safety of flight and procedures. This needs to be fixed.




Synopsis: An A320 crew was provided a maintenance document that had been printed out of sequence.  The document as printed would have led them to apply A319 rudder trim test limits to their A320.
Date: 202004
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Fog; 1
Aircraft: Small Aircraft
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Fatigue; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: During all this COVID restrictions fatigue is taking its toll. At ZZZ I called Center and picked up clearance and departed to ZZZ1 like usual. After departure I had doubts about being released or not. Every night it is pick up the clearance with a fast issuance concluded with void in 5. During all this I will correct any doubts about being released by making sure there is verbal confirmation or denial of 'you are released' or 'hold for release'. It would be an improvement in safety to require a verbalization of release on every clearance at uncontrolled fields as this one was at the time.




Synopsis: Pilot reported being unsure if he had a release to get airborne on a flight.  Fatigue from COVID-19 restrictions was cited as a contributing factor.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 1
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: Approximately 20 miles out from landing; ATC cleared us to cross a fix at 2;700 feet; and cleared us for the approach. About the same time Approach said a new ATIS was current. They did not say the new ATIS was. We checked it quickly and realized the visibility had gone right to CAT 1 minimums for our CAT 1 aircraft.I was the pilot flying in the left seat; first leg IOE. The Check Airman realized; after accepting the clearance; we could not make it. Due to ATC congestion; we could not get relief and did the best we could without making unnecessary power and configuration changes which would have likely destabilized the approach.I was unaware; due to being very busy with the ATIS change; and my newness; that the ATC chatter; etc.; that there was a hard altitude at the fix. Crossing the fix about 800 feet high; the Controller said 'I needed you at 2;700 feet.' I realized the error and told the Check Airman 'the fix is behind us so focus on the approach and we will talk about it on the ground.' We had a CAT 1 approach to fly; so we continued; landed and taxied to the gate. I discussed with the Check Airman what happened and decided to ASAP it.ATC should have been clearer. The dropping visibility was not forecasted; and when the ATC cut the new ATIS; with a drastic decrease in visibility; they should say it. Having to go to the FMC for the ATIS this late was unnecessary; they [should] read it on the frequency. [ATC needs] better spacing on the approach with less instructions clogging up the Approach frequency.


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


Synopsis: Air carrier crew confronted worse weather conditions during approach than forecast. The distraction with managing the approach to marginal weather at the airport resulted in an altitude deviation.
Date: 201511
Location: MROC.Airport, FO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
ATC / advisory: Tower MROC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: This was; for me; initially a minor safety observation but which over the last few months and after some consideration I now feel is serious enough that it be brought to the attention of pilots who can make a difference. My FO was the pilot flying on the arrival into MROC. He briefed and flew the 'Cyrus Visual' procedure to Runway 25. This procedure has mandatory crossing altitudes at BELEN and EPABE of 4000 feet (1000 AGL). On downwind we were asked to extend in order to allow time for a departing B757 to backtaxi. First Officer complied by manually flying UP in order to match the quickly rising terrain. At all times he remained high enough to stay safe and avoid any GPWS warnings. Tower called our base and landing was uneventful.




Synopsis: B737 Captain reported being asked by ATC during the CYRUS Visual to Runway 25 at MROC to extend downwind for departing traffic. The crew was at 4000 feet (1000 AGL) per the procedure and had to climb to avoid rising terrain to the east of the field.
Date: 201912
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: During cruise climb to 38;000 feet and passing 36;000 feet flight encountered unexpected wake turbulence. Climbing at .77 Mach with a pitch attitude of approximately 7 degrees nose up and autopilot engaged; aircraft suddenly shuddered and went into a right bank of approximately 25 degrees. I immediately disconnected the autopilot and rolled wings level with a pitch attitude on the horizon. As the aircraft was climbing we did not lose altitude but rate of climb was reduced to near zero. The climb was then continued to 38;000 feet. Bank limits were not exceeded and the aircraft was not over stressed. I called the Purser and was informed that everything was fine in the cabin. Subsequently I learned that a Flight Attendant in the rear of the cabin had bumped her shin on the service cart during the wake turbulence encounter. She informed me that she thought she was fine and had not been injured. I have included potential injury as part of the event report as a precaution in case something manifests itself in the future. Dispatch was notified via ACARS and a phone patch was set up with the [Chief Pilot] for the purpose of verbally debriefing the event and a potential crew member injury. The nearest traffic to our position at the time of the wake encounter was an Airbus (A320) approximately 8 miles ahead and 2;000 feet above. The flight continued uneventfully. I continued to monitor the Flight Attendant's condition throughout the flight; and on the return flight. She continued to feel that she had not sustained any injury.


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


Synopsis: B737NG flight crew reported a Flight Attendant was slightly injured during a wake turbulence encounter at FL360.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
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: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While flying the RNAV the Glide path failed to activate; Reverted to the LNAV minimums (900 ft MSL). After descending to about 980 ft MSL; and having broken out of the clouds at 1100 ft MSL received an altitude warning from the tower. Confirmed altitude and went to; and maintained 1000 ft MSL; and reported that fact to tower. Had runway in sight at the time and proceeded with a normal landing. While I believe that I operated consistent with the requirements for the LNAV approach; I did step down rapidly after 'ZZZZZ' intersection and I suspect that the tower was expecting an LPV approach. In hindsight I should have reduced altitude at a slower rate. I will also determine why the glide path did not activate.




Synopsis: C182 pilot reported receiving a low altitude alert from the Tower likely caused by descending quickly.
Date: 201209
Local time of day: 1801-2400
Location: APA.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During the initial descent we were given a crossing restriction of 'cross 50 NM northwest of APA at 15;000.' I read back the clearance and continued the descent. As we were completing the descent nearing Denver Approach's airspace we realized that we were descending to 15;000 and Longs Peak was straight ahead of us approximately 20 NM. Our local knowledge of the mountains we knew this mountain to be over 14;000 FT tall. The Captain leveled off our descent at 16;000 FT MSL. The Captain asked me to confirm our altitude with ATC. We made an attempt to confirm but due to frequency congestion we received no response. A few transmissions later by ATC we were told to climb and maintain 17;000. We complied and had already started a slow climb. During this entire event we had terrain in sight and no immediate action was required to avoid the terrain. Upon landing the Captain called Denver Center and spoke with the Center and he advised us that the Controller cleared the aircraft to 'cross 50 NM northwest of APA at 17;000.' I read back the 'cross 50 northwest at 15;000.' However the Controller did not catch our incorrect read back of the altitude assignment.It would seem the Captain's attention to local flight patterns caught the problem before ATC notified us. Secondly; if we were able to confirm our altitude clearance as we had tried before the deviation we could have leveled off at the correct altitude. The frequency congestion delayed our ability to clarify the clearance with ATC.




Synopsis: A pilot read back a clearance to cross 50 northwest of APA at 15;000 FT but the the crew leveled at 16;000 FT because of high terrain knowledge and was then notified by ATC that the descent clearance was to 17;000 FT.
Date: 201812
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Night
Aircraft: B767-300 and 300 ER
Flight phase: Initial Approach
ATC / advisory: TRACON NCT
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: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We were being Radar-vectored for the ILS 30L into SJC. We were told to descend and maintain 5;100 feet by ATC. As we were crossing the mountains southwest of SJC at 5;100 feet; we received a GPWS warning saying 'Terrain; Terrain! Pull up!!' As we were about to react; the GPWS warning went away. We believe that we may have been vectored too close to a mountain peak with antennas by ATC which caused the GPWS. Not exactly sure if ATC was at fault. We were complying with policy by requesting vectors to the ILS 30L during night-time operations into SJC. When the incident occurred; we were on an assigned heading and altitude.




Synopsis: B767-300 First Officer reported receiving a momentary GPWS terrain warning on a night approach to SJC.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Conducted pre-flight and pre-takeoff checklist. Item to check door latch is listed and verified twice and confirmed by passenger. Just after rotation; the pilots' entry door opened. Stabilized airspeed and climb; then notified tower of situation. Tower cleared left traffic to return to runway. Proceeded upwind; crosswind and downwind to set up approach to land. On downwind leg door failed and liberated from aircraft and was lost in the swamp/lake area south of the airport. Landed without incident. Called tower later to let them know the door was not lost on the airport operations area. Search for door on ground was unsuccessful.




Synopsis: Zenair pilot reports pilot entry door opening just after rotation.  On downwind during return to the airport the leg door departs the aircraft. A normal landing ensues.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-34-200 Seneca I
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was cleared for takeoff; Runway XX; and to turn on course southwest (Heading 222). I lined up with the runway and verified that the DG aligned with Runway Heading then applied full power. I called 'Airspeed alive and gauges in the green;' and right about 85 MPH I had an electrical failure and I determined that it was unsafe to stop the aircraft at that point and took off the ground. I made a left turn at about 1;000 feet AGL from the runway to join a base and I made another left turn to join a downwind. By then I had determined that the avionics master switch had failed; as it was a toggle switch that felt 'empty' and it wasn't making any click as it normally did. When I was abeam the departure end of Runway 33 on the left downwind I dropped the landing gear to signal to the Tower that I needed to comeback in. I added 20 degrees of flaps to slow down (105 MPH) and waited for Tower to acknowledge the situation. I waited for light signals from Tower; I flew approximately 2 nm in the left downwind that was about 1 nm wide and then I did 2 (on the angle formed by the downwind and base) 360s waiting for light signals. I didn't see light signals; maybe because the Tower glass was tinted darker. I proceeded with caution to join the left base and then with caution to join final for Runway XX; all while looking for any light signal. I landed the aircraft and cleared the Runway at the end. I then looked to the Tower and within a few moments I seen the green signal to taxi. I taxied via B to cross Runway XX and waited for another signal to cross. I parked the plane at an avionics shop ramp and called Tower. They said it was no problem; that they realized what had happened; and asked if I had seen the signals when I was in the air. I told them I hadn't seen the signals but proceeded with great caution. The winds on ATIS at Takeoff were 290 at 15-23 approximately. Due to the higher winds there was no traffic at the field on this day.




Synopsis: PA34 pilot had electrical failure on takeoff; resulting in return to airport.