elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 0601-1200
Location: SMF.Airport, CA
Flight conditions: Mixed
Weather elements / visibility: 0.25
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower SMF
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: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Staffing; Procedure; Human Factors
Primary problem: Staffing

Narrative: This is a general safety concern. We landed and departed during a time of limited visibility which; for us; was a period of approximately 3 hours. First off; the Tower controllers did an excellent job but it was obvious they were task-saturated. A single Controller was working Tower/Ground/Clearance frequencies with an inability to visually see aircraft on approach and while taxiing. The weather conditions were simply too overwhelming for one Controller to safely keep track of arriving/departing aircraft as well deconflicting taxiing aircraft. Again; phenomenal job by the controllers; however; was the risk necessary to continue the single Controller operation of the airport? In my opinion; no; and it would be unfair to blame the Controller if an incident had occurred.Forecasted poor weather should mean extra manning of ATC facilities. One Controller [was] working Tower/Ground/Clearance during low visibility operations.




Synopsis: Air carrier Captain reported that one Controller was working combined frequencies during low visibility conditions at the airport. Reporter stated safety concerns with the situation.
Date: 202007
Local time of day: 1201-1800
Location: BTV.Tower, VT
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb
Airspace: Class C BTV
ATC / advisory: TRACON BTV
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Human-Machine Interface
Anomaly: ATC Issue All Types; 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
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: Multiple aircraft in the rundown list; without information as to the order of departing aircraft. Pilot was cleared via the departure procedure which includes a climb gradient to avoid terrain and obstruction. Pilot did not advise that he was unable to meet the climb gradient and due to multiple departures the aircraft entered 2 MVA's (Minimum Vectoring Altitudes) below the requirements. Place all rundown aircraft in the order they will depart. Resume rolling notification of all aircraft to departure so they know what aircraft is coming next and what to expect performance-wise.




Synopsis: A TRACON Controller reported an aircraft was unable to comply with the climb rate required on the SID and flew below two Minimum Vectoring Altitudes.
Date: 202107
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: In traffic pattern doing touch and go landings. 1 other Cessna 172 was ahead of my aircraft and I was number 2 for touch and go. After other aircraft performed touch and go ahead of me and was climbing out I then performed my touch and go. Estimated time between other aircraft landing/taking off and my plane landing/taking off was 1 minute. After taking off I had lowered the nose to an 80 knot initial climb speed for cooling of the engine and better visibility. I climbed to approximately 1;400 feet before beginning my crosswind turn. I had not seen the aircraft ahead of me since it took off as there was significant haze. Upon beginning my turn the ADB-B TCAS (Garmin GTN 750) in the cockpit alerted me to an aircraft 100 feet below me and extremely close. I looked to the left and below my aircraft and spotted the other Cessna very close and going much slower than my plane. I turned 20 degrees right; reduced the throttle; applied full flaps in order to gain distance from the other aircraft. I then notified the controller that I was going to be slowing down in the pattern to give the other aircraft additional spacing.




Synopsis: C172 pilot reported reported taking evasive action to avoid an aircraft reported by ADB-B TCAS as 100 feet below altitude and very close.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Upon landing and beginning the door disarming; I as the A Flight Attendant lapsed momentarily and unsnapped the window cross strap. I realized what I was doing at the same moment as our deadheading/jumpseat Flight Attendant. She quickly said; 'No;' but I realized immediately what I had done and [re-snapped the strap]. I have never had a D jumpseater and I believe I was distracted by it; although the Flight Attendant was not an interference or verbal distraction; it was simply a different situation. I did not begin to remove the girt bar or open the door; and caught myself; however I will redouble my efforts and focus in this vital procedure.




Synopsis: Upon gate arrival; the Boeing 737 'A' Flight Attendant unsnapped the window cross strap prior to disarming the cabin door slide; thus indicating to anyone outside on the jet bridge that the door was safe to open. Quickly realizing that she was out of sequence; she re-connected the strap just as a deadheading Flight Attendant informed her of the mistake.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Distraction; Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Hand flying on climbout when ATC asks us about icing and temperature. We respond with light rime and the SAT. This happened just before reaching FL210. I looked down at EICAS for temperature and in the process climbed through FL210 by 400 feet; but immediately corrected. ATC did call us on it but we were back at FL210. At no time was there any traffic conflict or separation issue. Being new to the airplane; I was hand flying to get a better feel for the airplane. Might be worth mentioning that plane was light and was climbing like a rocket ship but previous to this event; we had complied with correctly with all other altitude assignments.




Synopsis: Air carrier Captain reported an altitude deviation during climbout.
Date: 202201
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When lowering gear left hydraulic quantity went to .14 and PTU did not operate. We discontinued approach and ran checklists. Requested priority handling; complied with QRH and landed. Hydraulic system leak in left landing gear circuit.




Synopsis: First Officer reported a go around was caused by a hydraulic leak. The flight crew ran the QRH and returned to make a precautionary landing.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Thunderstorm; 3
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Weather Radar
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other Takeoff Roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: After sitting due to a ground stop for severe weather; the ramp was opened and we pushed for departure. During the taxi out; the Weather Radar was selected on and we discussed our flight path. Prior to reaching the runway; I noticed the radar was blank. I thought maybe in error it had been turned off and asked the First Officer to turn it back on. He said he had not turned it off. The radar seemed to work normally and I mentioned to the First Officer we could not go without working radar. On the takeoff roll below 80 KTS; I saw the radar fail and rejected the takeoff. The RTO Checklist was completed and we returned to the gate to have Maintenance address the issue. Maintenance fixed the problem and checked the brake temperature to ensure compliance with cooling. Dispatch; the Chief Pilot on call; passengers; and flight attendants were talked to; briefed; and we departed without further issue.




Synopsis: A B737-300 Captain rejected the takeoff after he determined that the Weather Radar had failed and the flight was departing into potentially severe weather.
Date: 201712
Local time of day: 1201-1800
Location: CHA.TRACON, TN
Aircraft: Large Transport
Operator: Military
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach; Descent
Airspace: Class D CHA
ATC / advisory: TRACON CHA
Second aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; 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 New Clearance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: I was working the radar position combined and vectoring Aircraft X for an ILS approach. I issued Aircraft X a descent to 3000 feet and a turn to heading 290 degrees which pointed him toward a 3600 foot Minimum Vectoring Altitude (MVA). A preceding arrival; Aircraft Y; was already on approach and talking to tower about 6 miles ahead of Aircraft X when tower called down to advise me that Aircraft Y was responding to a TCAS RA. There were no primary radar returns in the area and they did not see an aircraft. There is doubt of whether or not there was actually an aircraft there in the first place.After Aircraft Y reported to tower that he was responding the too Resolution Advisory (RA) and maintaining 3000 feet and runway heading; Local Control called down to coordinate. At that exact time is when I should have been clearing Aircraft X for the approach; keeping him clear of the 3600 foot MVA. However I was distracted by the coordination. As soon as it was completed; I turned Aircraft X to a 180 heading. Due to the slow rate of turn; Aircraft X entered the 3600 foot MVA for about a half mile before returning to the 2700 foot MVA along final. A safety alert was not issued as it was difficult to tell if the aircraft had actually entered the 3600 foot MVA or not. Both flights continued without further incident. It was never determined if there was an aircraft along final that caused the TCAS RA. If I had descended Aircraft X to 3600 feet instead of to 3000 feet there would not have been an MVA bust. The unexpected coordination and TCAS RA made a time sensitive transmission difficult. Local Control did the right thing by informing me of the TCAS and what the aircraft was doing. I made the mistake of not protecting the airspace and not issuing a safety alert.




Synopsis: CHA Controller reported being distracted and forgot to turn an aircraft onto the final approach course; causing it to descend below the Minimum Vectoring Altitude.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Circuit Breaker / Fuse / Thermocouple
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Workload; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft; Human Factors
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: [I] took turn over from 3rd Shift for a Fuel Pump Module (FPMU) carbon seal change on right-hand engine of an EMB-145 aircraft for oil leaking from carbon seal of FPMU. When I arrived at the right-hand engine noticed; #2 generator sight glass [was] full of oil and noted discrepancy on a non-routine write-up card. Followed procedure for remove and replace of generator carbon seal; then noticed hydraulic pump had evidence of leakage; noted discrepancy on another non-routine write-up card.Was in process of removing and replacing the hydraulic pump and was approached by a Federal Agency Inspector who asked for my paperwork for the removal and replacement of the hydraulic pump. The Inspector asked me if I had pulled the circuit breaker for the removal and replacement of the hydraulic pump. At that time I said I had; was not sure; because I remembered pulling a circuit breaker for the removal and replacement of the Generator but not for the hydraulic pump. Inspector went and looked and when he returned I told him that I hadn't and was in process of going to cockpit to collar proper circuit breaker as required. I did not follow established procedures for the removal and replacement of the hydraulic pump change. When multitasking several remove and replace items; be sure to follow established procedures for each event. Also double-check between each task.




Synopsis: A Line Mechanic reports he did not follow established procedures for the removal and replacement of the right engine hydraulic pump on an EMB-145 aircraft while multi-tasking several remove and replace items. He had failed to collar a Hydraulic Pump Circuit Breaker.
Date: 201509
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were climbing through FL310 on the YOKES4 RNAV Departure; just past the YOKES waypoint. ATC called and asked where we were going; he said we were off course and queried if we were on the YOKES4 Departure. This caught us entirely by surprise; as we had properly verified the YOKES4 RNAV Departure and all its waypoints per SOP while on the ground. ATC then queried if we had a Honeywell FMS; and said that they had been having this problem with other flights. ATC said that flights had been going directly to DEHLI waypoint after YOKES; skipping CHICI. This is apparently what our FMS had done as well. ATC said that this was putting aircraft into conflict with arriving aircraft to DEN; but that we had not been involved in a loss of separation conflict. While we had not seen it occur; apparently the CHICI waypoint was deleted by the FMS after it passed YOKES. We reported the issue to Dispatch via ACARS and the flight continued without further incident.As ATC admitted it was a known issue; a NOTAM could have prevented it. Also; ATC could have verbally warned us at any time prior to YOKES so that we could be extra vigilant.


Second narrative: Controller asked 'where are you going; you're off the YOKES Departure'. We responded that we were proceeding direct DEHLI. Controller then said we were supposed to be heading to CHICI. He added 'is your FMS a Honeywell? We're having that deviation a lot lately and were trying to figure out why.' We notified Dispatch of the deviation; and asked them to verify the make of the FMS/computer. The route was verified during the briefings; and during taxi out the FO scrolled through the route again as we approached the runway to depart on the RNAV. I believe CHICI must have dropped out approaching YOKES.


Synopsis: B737 flight crew is informed by ATC that they are off course on the YOKES4 RNAV departing DEN. The FMC was tracking YOKES direct DEHLI and should have gone YOKES; CHICI; DEHLI. The Honeywell FMC was implicated by ATC.
Date: 201501
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; Fog; 1.5
Light: Night
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Ground ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: Aircraft had just landed; having experienced dual hydraulic failure on the initial climb resulting in no flap extension/retraction; no gear retraction; and no hydraulic steering. I conveyed the reason for my air return as such to ATC but did not declare an emergency as my landing gear was confirmed down. After landing and exiting at the high speed exit; my initial concern was to taxi the aircraft immediately to my company's maintenance facility. I requested a 'progressive taxi' and received a taxi clearance to taxi straight ahead; crossing runway 29. However; ATC changed the instruction to now cross runway 29 and hold short of Golf. The turn from the current taxiway Delta to Golf was over a 90 degree turn. Without hydraulic steering; I was required to use differential throttle control to turn and as a result of this and the deteriorating conditions; I lost sight of the hold short line and stopped immediately. I asked ATC to confirm my position and after verifying with ATC of new taxi instructions to proceed; I was able to taxi back on 17L and 29 to clear the runway on the way to the ramp. Knowing now my aircraft's inability to maneuver and stop in a controlled fashion; I should have confirmed my request for assistance upon initial contact with Ground as well as not accepted a hold short clearance if I was unsure if I could maintain visual contact with the hold short line. Declaring an emergency would have also been an option in the future. This was my first time dealing with a complete hydraulic failure and that in combination with a very busy terminal area; poor visibility; and precipitation hindering my forward visibility resulted in a brief loss of situational awareness.




Synopsis: SA227 Captain experiences a complete hydraulic system failure after takeoff with the gear still down and the flaps in the takeoff position. An emergency is not declared and after landing the lack of hydraulic steering and poor visibility results in a taxiway incursion.