elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Corporate
Flight plan: VFR
Mission: Training
Flight phase: Takeoff / Launch
Reporter organization: Corporate
Reporter function: Captain; Flight Engineer / Second Officer
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other after flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Environment - Non Weather Related

Narrative: 'Our operation was just notified on [date] that our aircraft registration expired. I operated a training flight on [date]. I am guilty of just looking to ensure that the document was on the airplane; while completely disregarding my duty to ensure that it was valid. A contributing factor to this is that the aircraft registration is addressed to our company headquarters; which is a different address than our operations base hangar. Due to COVID related staffing at our headquarters; our FAA reminder postcards were never delivered to our hangar. Again; it is my responsibility as PIC to ensure that the correct paperwork is on the aircraft prior to each flight.We have instituted the following changes to ensure that this does not happen again: 1) Added the registration expiration to our maintenance tracking software; Flight Docs. This will flag our maintenance team when expiration is close to occurrence. This will also be printed on the preflight form that all pilots utilize. 2) Training will occur and language will be added to our manual and/or expanded normal procedures document emphasizing the action to ensure that a valid registration is onboard the aircraft. 3) A consultancy company has been hired to automatically renew our registration and deliver it directly to our hangar.'




Synopsis: Pilot reported flying without proper registration.
Date: 201909
Location: ZZZ.Airport, US
Weather elements / visibility: Rain; Thunderstorm
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Weather; Company Policy; Human Factors; Procedure
Primary problem: Company Policy

Narrative: The flight was uneventful [to ZZZ]. As we got closer to the airport we received gate X. I had never heard of or parked at [gate X]. Upon searching and finding nothing about or where this parking spot was; we sent a message to ZZZ ops and they responded with the information. Approaching XXL there was a level 5 thunderstorm at the south end of airport boundary. We landed safely and taxied off XXL and was told by tower to contact ramp for entry. As we were on [taxiway 1] talking to ramp they said that the ramp was closed due lightening on the field. We sat on [taxiway 1] for a few minutes waiting for the ramp to open; a [company] ramp agent shows up in a van with illuminated wands in hand gets into position and begins to marshal us into the parking spot. My FO (First Officer) and myself were unfamiliar with this parking spot and it was dark poorly lit with heavy rain/wind and lightening everywhere. My thinking at the time was we were on an active taxiway and our tail would be blocking it; so we proceeded in parking.As I set the parking brake and both confirmed that the parking brake was set my FO shut the engines down. The ramp agent instead of putting chalks around the wheels he runs over to the portable passenger bridge pushes it up to the aircraft; runs up to the XYL door without confirmation from the purser; opens the door completely surprising the purser as she was making an announcement on the PA. That door could have still been armed and I don't need to tell anyone what would have happened if the slide had blown; a lot of people could have been hurt. The agent then runs back to his vehicle and waits. In the meantime the boarding area and first class galley are taking on a lot of water. After speaking with ZZZ ops about what had happened they had advised me that no one should have been out on the ramp when closed!! There is so much pressure to crack a door to trip the ACARS; I see it day in and day out. In my eyes it's becoming a safety issue as I have just explained. It's ridiculous. I have a feeling that someone in ZZZ ops sent him out there to do what he did and that's not right or safe for both parties.




Synopsis: B737 Captain reported ramp agent approached aircraft at remote parking spot during lightning storm to open door and triggered ACARS.
Date: 201809
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Aircraft: EMB ERJ 145 ER/LR
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X [was] cleared for the ILS Runway 12R SJC. Aircraft Y was on an instrument approach RNP-Z Runway 12R to SJC. Aircraft Z was on a go around from ILS Runway 12R. I cleared Aircraft X left turn to ARTAQ (IAF) and cleared them for the ILS Runway 12R.  When I noticed their turn to ARTAQ I switched Aircraft X frequency to SJC tower. I was slowing Aircraft Y down to follow Aircraft X.  I eventually slowed Aircraft Y to slowest practical speed when I noticed Aircraft X going through the ILS final for Runway 12L towards Aircraft Y on the RNP -Z. I had separation because Aircraft Y was only descending to 3;000. I was watching to see if Aircraft X would correct. Aircraft X started to parallel the final so I thought they had it. Then I noticed things get worse with Aircraft X. I cancelled Aircraft Y approach and issued an altitude and vector for a straight in approach to stay away from Aircraft X. I coordinated with SJC tower for instruction for Aircraft X.During this time Aircraft Z went around Runway 12L who was also on the ILS. I was vectoring Aircraft Z back to the left downwind. During that time Aircraft Y went into a 4;000 foot MVA at 3;000. When I noticed I turned Aircraft Z to a lower MVA. When I realized the turn was too late I climbed Aircraft Y to 4;000.[I asked] Aircraft Z reason for go around they said it was an FMS problem. I vectored Aircraft Z back for the ILS. When Aircraft X was on final they said they were not picking up the ILS. I asked if they could switch to the RNP Runway 12L. They tried and it was too late so I cancelled their approach and re-sequenced them for the RNP Runway 12L approach. Aircraft X said their reason was that the ILS was not working. I do not know the situation with the ILS. Next time in low ceiling situation I will wait for my first aircraft to be established straight in on the ILS before transferring communications. I could have easily made Aircraft X go around a cleaner operation.




Synopsis: NorCal TRACON Controller reported vectoring an aircraft below the Minimum Vectoring Altitude.
Date: 201707
Local time of day: 1801-2400
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: Beech 1900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZAB
ATC / advisory: Center ZAB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors; Chart Or Publication; Airspace Structure
Primary problem: Aircraft

Narrative: I showed Aircraft X's route to be ONM direct TCS direct FHU. After ONM Aircraft X appeared to proceed direct FHU and not TCS. Weather was impacting the sector and I was dealing with something in the northern half of my sector before I realized Aircraft X was flashing MSAW (Minimum Safe Altitude Warning) with the Mountains. Aircraft X was at his cruising altitude of 12;000 feet and the MIA (Minimum IFR Altitude) around the Magdalena Mountains is 12;800 feet. I immediately gave a vector away from the mountains. I questioned the pilot and he said he was showing the same route and didn't know why his plane turned off route. Once clear of the 12;800 foot MIA I cleared Aircraft X direct on course. I am not sure if the aircraft broke the MIA or not.




Synopsis: ZAB Center Controller observed an aircraft flying off its assigned route and below the Minimum IFR Altitude.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: DC Generator
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Another Maintenance Controller took a call from a [flight] crew stating the #2 DC Generator caution light had illuminated in flight; was showing no loads and would not reset. Upon arrival at ZZZ the problem was investigated and the Generator was found to have left its mounting pad and sheared its shaft. The V-band clamp was in place; but was reported to have been cocked. The Generator had been changed in ZZZ1 the previous evening. Generator went Off-Line and would not reset. ZZZ Line Maintenance reported Generator was not secured and shaft was sheared. Don't know [why]. Generator was removed; gearing; Garlock seal and mounting pad were inspected along with inspections required by the Generator Removal and Replacement (R/R) workcard. Also Generator Control Unit (GCU) was replaced and engine condition panel was checked for flags.




Synopsis: A Maintenance Controller reported that a #2 DC Generator Caution light on a DHC-8-100 aircraft had illuminated in flight; was showing no loads and would not reset. The Generator was found to have left its mounting pad and sheared the Generator shaft. The V-Band clamp was in place; but reported cocked.
Date: 201310
Local time of day: 1801-2400
Location: FRG.Airport, NY
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Climb
Airspace: Class B JFK
ATC / advisory: TRACON N90
Second aircraft: A380
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Airspace Structure
Primary problem: Airspace Structure

Narrative: An SR22 climbing off FRG called for advisories. He was climbing directly into an A380 that he did not see. JFK final is forced to descend all arrival aircraft below the Class B when we are landing 22's. The airspace is not designed for VFR operations. Lower the floor of the Class B; or give us up to 4;000 in the Belmont area.




Synopsis: N90 Controller described a VFR/IFR conflict claiming the current design of the Class B contributed to the event.
Date: 201306
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground EWR
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Procedure
Primary problem: Procedure

Narrative: After pushing at EWR; we were told to taxi via [Taxiway] B and hold short of Golf. Before the flight; I had reviewed the charts due to my complete unfamiliarity with EWR. As I had looked at the chart in the moment; I mistakenly thought we were on [Taxiway] B. After verifying taxi instructions and announcing intentions with my First Officer; we began to taxi on what I thought was [Taxiway] B. I mistakenly misread the chart and we were actually taxiing on the ramp. After realizing the mistake; we notified Ground and with them got to where we needed to be. As we reread the chart; it seemed to us that the taxi instructions and taxi markings also contributed. There were no markings that showed Taxiway B from the ramp and we would have had to taxi out RA to get to [Taxiway] B. The taxi instructions should have told us how to get to [Taxiway] B. Better situational awareness; better familiarity on the part of the crew; and better markings and taxi instructions all could have prevented the situation.




Synopsis: After pushback an Air Carrier Captain began taxiing on the ramp thinking he was on Taxiway B and because of the lack of signage; his airport unfamiliarity and incomplete ATC taxi instructions did not know to transition to Taxiway B.
Date: 201710
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ1
ATC / advisory: TRACON ZZZ1
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Entire flight was with radio and transponder using flight following. I was in contact with ZZZ approach as I neared the outer edge of ZZZ1 airspace I heard ZZZ Approach calling me (I assume to change frequency to ZZZ1 Approach). I responded to them but they could not hear me. After several tries I switched frequency to ZZZ1 Approach and called them; they also could not hear me; thinking I had a radio issue I set transponder to 7600 and pinged. No response. I was at this point at 3500 ft altitude; just inside ZZZ1 outer ring about 25 miles out. At this point I noticed all the radio and transponder lights dimming and going out; I reduced my elevation to 1500 ft and using my cell phone called the tower to notify them of my altitude and location; I stayed below the Class B airspace and landed at ZZZ2 to assess what repairs were needed.




Synopsis: C182 pilot reported an electrical failure and loss of radio and transponder on a flight through Class Bravo airspace. He elected to divert to a nontowered airport.
Date: 201605
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Dusk
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZOB
ATC / advisory: Center ZOB
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: While deviating through a break (approx 15 miles wide) between two ends of a long line of thunderstorms cells from W Maryland northeasterly through Western PA in IMC conditions; I encountered approx 2 mins of moderate to severe turbulence. Initially there was an uncontrolled climb from 9000 ft to 9400 ft; then down to about 8800 ft; then up to about 9500 ft; all before I could inform Cleveland Center of my problem.He informed me of 9400 foot deviation; thinking it was an error on his equipment to which I informed him; it was not. There had been no warning; thus no time to inform the controller beforehand of the extreme vertical air currents I was encountering. He said there were no other aircraft near and I could deviate vertically as needed. About 5 minutes previously; I had intermittent ground contact and requested lower; which wasn't approved. I was switched to Harrisburg Approach four times but couldn't even get to the mike switch because of the severe turbulence. Upon contacting Harrisburg Approach; I again requested lower which was approved. After about 2 minutes; I broke into the sct/clear skies again. Rest of trip uneventful.




Synopsis: Part 91 aircraft encountered moderate to severe turbulence while deviating around weather.
Date: 201410
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Human-Machine Interface
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Equipment / Tooling; Human Factors; Procedure
Primary problem: Procedure

Narrative: An IT worker remotely logged on to my computer and began moving things around and interrupting my work. I did not receive a phone call regarding this and I was working on releases and looking at updated forecasts at the time. The IT worker was moving windows and opening programs while I was working; this could have resulted in a loss of operational control and/or a flight being released/amended in error.The IT worker accessed the dispatch computer without warning or permission and removed computer control from the dispatcher.IT must contact the dispatcher before considering a remote log in. IT must verify if it is acceptable and operationally responsible to perform IT work at that time.




Synopsis: When an IT technician remotely accessed the computer of an air carrier dDspatcher it disrupted his tasks and could have led to a flight following anomaly.
Date: 201512
Local time of day: 0601-1200
Location: HOU.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B HOU
ATC / advisory: Tower HOU
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Confusion; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were cleared position and hold at Houston Hobby. In position we heard; '(call sign) cleared for takeoff; turn right heading 300.'  The First Officer responded exactly with; '(call sign) cleared for takeoff; turn right heading 300.'  I responded to the First Officer; 'cleared for takeoff; right turn to 300.' We lifted off; turned right to 300 at 400 feet.   Tower then told us to expedite climb through 3;000 feet and turn to heading 330. Tower then told us we were supposed to turn left on takeoff to 300 degrees; contact Departure. We apologized and changed frequency. Both the First Officer and I thought we heard a command to make a right turn on takeoff. The First Officer read that instruction back with no correction from Tower. Either we both misunderstood the clearance and read it back wrong or the Tower misspoke and inadvertently read us the opposite of what was required.


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


Synopsis: An aircraft departed HOU and turned right heading 300 degrees. The Controller wanted the aircraft to turn left heading 300 degrees. The pilots state the Controller told them to turn to the heading and they read back turn right with no correction from ATC.