elihoole/asrs-aviation-reports huggingface dataset:
Date: 201810
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Tank Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We arrived to the aircraft at our departure gate. It was powered down. We powered it up and began our duties. The fueler arrived and put in our required quantity. We boarded up and I noticed that the fuel door was still indicating open. I asked my FO (First Officer) if the fueler was still there and he said; 'No; he had gone but the door was still open.' My FO was taller than me so I asked him if he could go and close the door. He did.We departed and arrived at our destination with no issues. I handed the aircraft over to the new Captain and as we were waiting on the FA's (Flight Attendants) his FO (actually a check-airman doing Capt IOE) came and said that the fueler reported the fuel cap was missing. We had flown all the way with no fuel cap.Although it's not required to be checked on this aircraft during preflight my FO did not notice the fuel cap was missing when he went to close the door. The door is normally closed and we cant see the cap. The fueler had fueled the aircraft and just left with the door open and no cap. He did not inform anybody that there was an issue with the aircraft. He just left. If there is an issue found with an aircraft; either by a ramper or fueler or [other]; the flight crew need to be informed; and if they are not there then a supervisor or at least a note needs to be left so that the flight crew are informed before the flight departs. We were there. The fueler knew the aircraft had no cap; and he let it depart.




Synopsis: ERJ-175 Captain reported that after handing aircraft over to new crew; the new First Officer reported the fuel cap missing from the aircraft.
Date: 202003
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cabin Furnishing
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport; Company Policy; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: We arrived at the airplane in ZZZZ and shortly afterwards the Purser informed me that the gloves were missing from the Customer Service Kit. We called the station and requested additional gloves to be brought out to the airplane. A few minutes later a representative from ZZZZ came out to personally apologize and she informed me that the station was not equipped with any extra gloves. I discussed this with my crew and the flight attendants who informed me that they still had gloves in their possession from the previous flight; so it was decided that they had enough gloves to get them back to ZZZ. With the outbreak of the COVID-19 and the precautions that all employees are taking; I was surprised at the lack of basic supplies to help everyone follow our current procedures. Please pass along my suggestions that would ask the company to ensure adequate supplies be available. Enroute to ZZZ; the Customer Kit was written up so that the missing gloves could be provisioned.




Synopsis: Air Carrier Captain reported there were no protective gloves on the aircraft nor available at the station.
Date: 201811
Local time of day: 1201-1800
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy

Narrative: I approached Aircraft X in the hanger. I and a fellow mechanic were accomplishing scheduled Maintenance Check. During my approach; I noticed one of the Maintenance Supervisors coming down from the airplane with something in his hand. I immediately asked him politely if he removed something from the Aircraft. His reply was snide and rude saying: 'I'm taking stuff'. I immediately asked him again. He then left the airplane. After calling [another Supervisor] it was determined that [Supervisor 1] took items from the Aircraft that are subject to inspection on the current check that were previously signed for and are also subject to the Aircraft's minimum required equipment. [Supervisor 1] blatantly violated [company] procedures and did not make a logbook entry for the parts removed. Upon speaking to [Supervisor 2] and my current manager; the items were returned.




Synopsis: Maintenance Technician reported observing a Company Supervisor improperly removing items subject to inspection from aircraft without documentation.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon a smooth touchdown/landing; the nose wheel 'broke off' at a weak point that AutoGyro has designed into the Gyroplane.  It appears; not for sure; that the nose wheel shaft (the weak point) had been cracked and finally gave way while I was landing.  No damage; no injuries.  The weak point fork was replaced.




Synopsis: AutoGyro Cavalon pilot reported the nose gear broke off during a smooth landing roll.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Clearance delivery gave Aircraft X his clearance. He was issued the ODP [Obstacle Departure Procedure] climbing to 5;000 [feet]. Clearance Delivery coordinated with me the release at which time I gave a release. Upon departure; Aircraft X checked on with me and stated his altitude leaving and stated that he was climbing to 3;100 [feet]. I did not pay much attention to this because he was assigned 5;000 [feet] and Clearance Delivery reassured me of his correct read back. See as the ODP [Obstacle Departure Procedure] initial altitude was climb runway heading to 3;100 [feet] then climbing left turn direct to VOR. When the aircraft reported climbing to 3;100 [feet]; I assumed that only meant initially and then would continue his climb per his clearance and the ODP. The aircraft didn't seem to be climbing very fast; so I re-inquired with him the altitude he was climbing to. After stating again 3;100 [feet]; I reissued 5;000 [feet]. Because he was not making a turn; I then complied by the 900 feet rule and climbed him once leaving 3;300 [feet] in a 4;200 [feet] MVA.  QA/QC deemed that because he told me that he was only climbing to 3;100 [feet] even though his clearance was to 5;000 [feet] and I did not immediately correct this; that I had a significant MVA event. I would recommend not punishing a controller for a pilot deviation.




Synopsis: TRACON Controller reported a clearance problem which led to an aircraft being below the Minimum Vectoring Altitude.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
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)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on visual approach to we were maneuvering toward the runway when we received a terrain warning from the Ground proximity Warning System (GPWS). The aircraft's GPS was INOP and the FMS was intermittently flashing FMS Dead Reckoning Mode (DR) and Terrain not available. We appeared to be above the terrain but elected to comply with the warning and climb. Wen continued the approach without further event.The reported ceiling was 045 OVC with weather clearing from the area. The GPS being deferred left us not trusting the FMS and desiring to get on the localizer as soon as possible turning toward the airport which brought us closer to higher terrain. I will be less likely to accept a visual approach into ZZZ at night until I'm sure that I'm over the Ocean.




Synopsis: CRJ-200 Captain reported being dispatched with the aircraft's GPS INOP and the FMS intermittently flashing FMS DR and Terrain not available. During a night visual approach a terrain warning is annunciated and the Captain elected to comply with the warning.
Date: 202007
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During initial Takeoff from ZZZ; engine stall occurred on the left engine around 80 kts. causing a slight deviation of the aircraft to the left; but quickly returned to normal. During assessment of reason for pull (unsure initially of the stall); engine instruments were normal and aircraft was accelerating properly. Approaching 110 kts.; a second event occurred similar to the first stall with a pull to the left. I saw the left engine spool back several percentage of RPM; and at that time; the Captain initiated an Abort on the runway. Normal abort procedures were applied; the aircraft was brought to a stop; ATC was notified and we proceeded to run the appropriate checklists. After determining the brake temps would allow a taxi back to the gate; we returned to the gate.Engine malfunction on left engine.




Synopsis: First Officer reported a rejected takeoff after multiple compressor stalls on takeoff.
Date: 201603
Local time of day: 1801-2400
Location: CKN.Airport, MN
Flight conditions: VMC
Light: Dusk
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E GFK
ATC / advisory: TRACON GFK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: We were doing the NDB 13 approach as part of a long cross-country. Due to other traffic we were told to hold over the NDB at 4000 feet. After a few turns in holding I noticed a traffic target show up on the MFD (Multi-Function Display) about 700-800 feet above us and less than 1 mile that appeared to be spiraling down to the airport. I started looking for the traffic and did not see them until a few seconds later when they were approximately only a few hundred feet from us. We immediately started a turn away from the traffic and were able to avoid them.




Synopsis: Instructor pilot reported taking evasive action after a near-mid-air-collision while in a holding pattern over the CKN NDB.
Date: 201410
Local time of day: 1801-2400
Location: LGA.Airport, NY
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Cleared for the [LGA] ILS Rwy22 circle to land Rwy13 in night VMC. FO was pilot flying. As we turned in on final for RWY 13 and started our approach descent; the strong undershooting crosswind caused us to be left of centerline. I was looking outside the aircraft to maintain sight of airport when we received a GPWS Warning-Caution Obstacle. I looked in and saw how low and left of course we were. I told the FO to level and correct back to centerline. We continued the approach.Suggestions: Better monitoring of the approach. We had properly planned and briefed the approach.


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


Synopsis: B737-800 flight crew received a GPWS 'Obstacle' warning when they deviated from charted procedure on a night visual approach to LGA.
Date: 201308
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skylane 182/RG Turbo Skylane/RG
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While I was working CIC position; Local Control (LC) lost situational awareness. A Cessna 152 was on a left crosswind turn from Runway XXL in left closed traffic. A Cessna 182 was upwind after a touch and go from Runway XXR in right closed traffic. LC; loosing situational awareness; instructed the Cessna 152 to make a right turn for right traffic to Runway XXR. This flight path placed the Cessna 152 directly above the Cessna 182 about 1/2 mile east of the airport. The pilot of the 182; with a slight voice of concern; keyed up and said something to the effect of; 'We just had an aircraft cross directly above us.' From my observation on RADAR; and looking out the window; the aircraft passed by 200 feet vertical. I recall the 152 at traffic pattern altitude 1;100 feet and would estimate the 182 at 900 feet as the RADAR tag had not yet acquired. After this situation; LC turned to me saying they had lost track of traffic. Based on memory; I immediately began to pseudo control the traffic instructing LC how to re-organize. After returning control of the traffic; LC again developed several other conflicts requiring prompts to issue traffic calls and resolution instructions. I have no personal animosities toward this Controller; however this individual struggled on LC position throughout training; is easily distracted by surroundings; and has raised concerned amongst other CICs/CPCs. While not to this extreme; after witnessing this and several other similar events; I feel the safety of our users is at risk. It is in my opinion some form of intervention is necessary to address safety and performance issues. This Controller is at the 6 month threshold preparing for CIC OJT.




Synopsis: Tower CIC described a pattern conflict when the Local Controller lost situational awareness and assigned a conflicting pattern instruction; the reporter questioned the Local Controller's overall performance.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Cruise
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Other / Unknown; Training / Qualification; Communication Breakdown
Anomaly: Deviation - Altitude Undershoot; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On the ZZZZZ X arrival into ZZZ; we were given a descent to FL230.  As PF; I re-cruised for FL230.  Prior to ZZZZZ1 we were told to descend via the arrival.  I dialed in 6;000 feet for the Runway XXL approach.  Initially the descent point was visible and looked normal.  After flying several more minutes it became clear that we were past the descent point.  It was about this time that the descent point disappeared from the ND.  We started an immediate Open Descent with full speed brakes.  We were unable to get relief from the altitude/airspeed requirement at ZZZZZ2 (250/110) due to radio congestion.  We were given a frequency change and got relief from ZZZ Approach who gave us a descent to 6;000 feet which we accomplished.  The rest of the approach and landing was uneventful.  When the PF re-cruised he inadvertently typed in '320' instead of '230'.  There was not an immediate erroneous depiction on the ND.  Everything looked normal; however we continued past the descent point.  Just as we realized there was something wrong; the ND descent point disappeared.  The PF has been on reserve and has flown very little in the last two months.  The next two flights went well with no problems.The two pilots were on the first leg of the trip.  It was the first time they'd flow together.  They were working well together and both were attempting to follow policies/procedures.  This was a dumb mistake by one pilot that was not caught by the other.  By re-cruising; the goal was to have the ND provide usable descent point information.  I listed this as a 'Moderate' risk rating because we easily received relief from ATC.  If they had not assisted us; the risk would have been higher.




Synopsis: Air Carrier Captain reported an altitude deviation and explained the PF had been on reserve and flown little in the last two months which may have contributed to the event.
Date: 201212
Local time of day: 0601-1200
Location: PIT.Airport, PA
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp PIT
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A fire truck; wanted to drive from the north side of the ramp to Fire Station E via C; V; E. I approved his request. Noticed that Air Carrier X was pushed back from his gate and I was preparing for him to call me for his taxi instructions. Most aircraft are told by Ramp Control to taxi up to and hold short of C at C2. This aircraft never held short. He exited the ramp at C2 and taxied to the C deice pad without ever calling me at Ground Control. When he exited C2; the rescue vehicle had to stop to avoid an incident/accident. I tried multiple times to contact Air Carrier X on my ground frequency but he never responded. I then had the FLM call the C Deice pad to see if he was on their frequency; he was. Air Carrier X then called me on my frequency and said he was sorry and that he got confused. I told him he needed to call the facility.


Second narrative: After push back; we requested taxi from ramp. I read back; 'Clear to taxi via C2 to C Runway 28R;' and I also stated we need to deice. He stated we were clear to use the available deice ramp. I then switched to Iceman 'IDT' to see if they can acknowledge if Pad C was available. While I was off; the Captain contacted Ramp again to confirm taxiway instructions; 'C2 C' and Ramp Control responded 'affirmative.' These taxi instructions were sufficient to get us all the way to Pad C deice pad. After into Deice Pad C; Iceman informed us that Ground Control wanted us to contact Ground Control. Ground informed us that we did not get clearance from Ground to proceed and we taxied on active taxiways with emergency traffic. At no time did we hear or read back a taxi clearance limit such as hold short or proceed to spot to contact Ground. We do have airport in the system where Ramp gives instructions to taxi across active taxiways to the deice pad. The first time after you contact ground is after being deiced.


Synopsis: PIT Controller described an unsafe condition when an air carrier taxied from the ramp to a de-icing area without contacting Ground resulting in a developing conflict with a fire truck.