elihoole/asrs-aviation-reports huggingface dataset:
Date: 202102
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Cockpit Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure; Communication Breakdown; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: We had to reopen the Main Cabin Door and the jetbridge had to be pulled back to the plane due to a change in the release requiring more fuel. I'm unsure as to how the door was missed; as I thought we had pushed on it and checked it the second time we locked it and the flight attendant even said she gave it a pull after we locked it. However; on takeoff I heard a loud bang coming from behind me and I stayed focused on my takeoff. I'm not certain at what time the captain reclosed the door; but in cruise he did mention that he had to unlock the lock in order to re latch it and lock it. My memory serves that the door was locked when we did the checklist.We had flap gap seals damaged on the aircraft on initial walk around. Maintenance came out and was irritated at the captain for writing it up. I offered a printed flap aerodynamic seal inspection task given to me from previous A&P's to help him find a quick solution as that is what previous mechanics have used for write ups for the same seals . (I typically run into these particular seals being damaged at least once per trip). He got angry at me and told me its not my place to offer help. After putting an CDL on the plane that required a lower altitude on the release due to a performance hit he sent a message saying we were released at Time. We didn't actually receive the release until around Time. The mechanic had either forgotten or based on his demeanor intentionally delayed the flight to get under our skin. After being released; we did the before start checklist again and caught that the fuel needed to be added due to the new release. We waited again for fuel and a gate agent to come. Ultimately we were delayed about 51 minutes which likely played a role.My personal adjustment to this is to make sure I push on the door every time I read the below the line before start checklist as I believe the lights on the door lock corresponded to it being locked.




Synopsis: First Officer reported cockpit door came open on takeoff and was closed and resecured by The Captain.
Date: 201705
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C SJC
ATC / advisory: TRACON NCT
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
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; Manuals; Procedure
Primary problem: Procedure

Narrative: Aircraft X departed SJC on the TECKY 3 Departure. That departure has the aircraft fly runway heading to 1.8 DME then a climbing right turn to NEVSE at 5000. About 90% of SJC departures fly this procedure. The second aircraft; Aircraft Y; was a departure to SFO which would be issued runway heading up to 3000. This is also standard for any IFR departure not on a SID. Aircraft X departed; and executed the departure with no further input from myself. SJC then departed Aircraft Y; 5 miles in trail runway heading to 3000; which is their requirement by LOA. I left Aircraft Y on runway heading but climbed him to 5000; as there are terrain issues in this area and 3000 is not a good altitude for very long. This essentially turns Aircraft Y into an aircraft that is flying one of the departure procedures. Aircraft X made a sharper right turn than most aircraft and climbed slowly; while Aircraft Y climbed quickly. When Aircraft X was established SE bound; he was at 3800 while Aircraft Y was climbing out of 3000 on the parallel NW runway heading. The two aircraft were 1.8 miles apart when they passed each other. There are no restrictions for the right turn on the TECKY 3 Departure that ensure separation from subsequent departures; and a loss of standard separation most likely occurs multiple times per day on this sector. I believe the only reason this incident was even brought to my attention; was because it was less than 66%; whereas other losses for the day are in the 75-95% range.Recommend some sort of intermediate restriction for the right turn for TECKY 3 and LOUPE 4 Departures off SJC to ensure that they will stay 3 miles from SJC airport would help prevent this from happening.




Synopsis: NCT TRACON Controller reported in trail departures from SJC on different procedures passed with less than the required lateral separation. This is a recurring issue at this sector.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Syst Pressure/Temp Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout during the after takeoff checklist; I noticed abnormal pressures on hydraulic system 1. The pressures were varying above and below 1;800 PSI. After running the QRH; we conferred with dispatch and we both agreed if the pressure remained below 1;800 PSI we would have to divert. The temperatures and quantities were normal throughout the flight and we never got a master caution for a low hydraulic pressure. As we continued to monitor the pressure it would stay at a normal pressure range for a while and then suddenly drop. After letting ATC know of the problem; they provided priority handling when we let them know we wanted to return to ZZZ. We let the Flight Attendant; passengers and Dispatch what was going on and our plans to return to ZZZ. After informing everyone we made our way back to ZZZ and burned off enough fuel to get to our max landing weight. Upon landing at ZZZ; we had no problems and taxied to the gate with no incident with all systems working normal.




Synopsis: CRJ-200 First Officer reported that a loss of hydraulic pressure resulted in a return to the departure airport.
Date: 201412
Local time of day: 1801-2400
Location: GSP.Airport, SC
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Aircraft: EMB ERJ 135 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON GSP
Aircraft component: GPWS
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Airport
Primary problem: Aircraft

Narrative: We leveled off at 3500 feet. We then got a terrain warning and aural warning to pull up. We immediately climbed and contacted approach of our deviation and why we were climbing. Leveled off at 4500 for 30 seconds and descended back down to 3500 after talking with approach.




Synopsis: EMB135 First Officer experiences a terrain warning at 3;500 feet while on vectors for approach at GSP. The flying Captain takes evasive action and advises ATC.
Date: 201503
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This morning; I was updating my company iPad with all the recent manual changes.  After everything downloaded; I tried to access OM Volume I for the 757/767.  It failed to open and just gave me a gray screen.  I deleted it and downloaded it again.  Still; no manual.  I purged all the manuals and downloaded them again.  Still; no OM Vol I.  I also attempted to download the manual onto my personal iPad.  The manual won't even download there.  With all the changes; I was trying to be prudent and read up on them after coming off vacation.  I cannot even do that!  I'm just glad I checked on this now.  I'd hate to be over the middle of the Atlantic; needing to reference the manual and just getting a gray screen. [The software] is a very buggy program and needs to be fixed promptly!  Pilots cannot be left wondering when or if we'll actually be able to reference a manual; should the need occur.A completely new program for our manuals needs to be developed.  The [software] cannot be trusted.  I've had this occur too many times.  Now it's to an extremely important manual that we reference constantly.  A new; more stable program needs to be developed and/or PDF copies need to be added to the iPad.




Synopsis: B767 First Officer reported he was unable to update his company iPad and suggested a change in the software involved.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Flying at FL240 we were queried by ATC; 'Say assigned altitude.' We glanced at the altitude preselected which indicated FL210. Immediately upon discovering the discrepancy we replied to ATC; 'Leaving FL240 for FL210' and began our descent. As the pilot flying; I could not recollect ever receiving or acknowledging the clearance to FL210. The flight attendants had called up to the cockpit with a question shortly before the incident (which may have been the time the clearance to FL210 was given). To our knowledge; there was never any traffic conflict and the controller said nothing else to us after we initiated our descent.




Synopsis: CRJ-700 flight crew failed to descend until alerted by ATC even though they had 'preselected' the assigned lower altitude.
Date: 201902
Location: SEA.Airport, WA
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SEA
ATC / advisory: TRACON S46
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: On the HAWKZ 7 arrival into SEA; in LNAV and VNAV. Just before COFAY Intersection; we changed the approach for Runway 16R from the RNAV Z to the ILS. We then looked up and noticed the aircraft in heading mode. A slight course deviation east of intended flight path occurred before direct to BREVE was entered and LNAV re-engaged. Proceeded on arrival to landing. Loss of LNAV was unexpected; and a small period of time elapsed before we noticed. Better attention in my role of Pilot Monitoring next time.




Synopsis: B737 Captain reported a track deviation occurred on the HAWKZ 7 arrival into SEA when the aircraft dropped out of LNAV into HDG SEL.
Date: 201911
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: As we called for push Purser called to inform me that there was an issue with a passenger. I cancelled the push clearance and asked Purser to come to the flight deck. He informed me that a passenger in economy said he wanted to upgrade. He was informed that those seats were full so they were unable to upgrade him. The passenger then proceeded to First Class and sat in an open seat. He was informed that he could not sit there. At that point he informed the flight attendants that he was schizophrenic and he would move back to his assigned seat but if he had a schizophrenic episode it would be 'on the crew.' I interpreted that as a potential threat to the passengers and crew; so I asked for the jet way to return and the passenger be removed. The agent returned and spoke with the passenger. She then spoke with me and relayed what she was told by the passenger. I told her the passenger's version was not accurate and then told her what actually happened. I then said that the passenger needed to be removed. The passenger was removed along with his bags and we departed.




Synopsis: B737 Captain reported a mentally ill passenger was removed from the flight due to threats made by the passenger if not allowed to be upgraded.
Date: 202103
Local time of day: 1801-2400
Location: TRI.TRACON, TN
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm; Turbulence
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D TEB
ATC / advisory: TRACON TRI
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
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On vectors 6 SM northwest of TRI airport at 4500; ATC was vectoring us around weather for the approach. We were level; given a left turn from 270 to 090. On about a 180 heading; we got the GPWS 'caution terrain' followed by 'terrain terrain woop woop pull up' one time. I leveled the wings and executed the terrain escape maneuver. We climbed up to 5;300 feet from 4;500 feet. As soon as I started the escape maneuver; the indications went away. We notified ATC and flew the approach without disruption. This seemed like an erroneous activation as we were above what ATC said was the MVA. But; it was night; so not 100% sure.Either a false warning or a terrain clearance issue. It seemed that we were too high to get this in a level turn. ATC indicated we were 100 feet above their MVA. Responded and leveled the wings and executed the escape maneuver. Suggest to fly at or above MSA rather than the minimum vectoring altitude.




Synopsis: Air carrier Captain reported receiving a GPWS alert while being vectored for the approach.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class E ZZZ
Second aircraft: J3 Cub
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport
Primary problem: Procedure

Narrative: While returning to ZZZ from the south after an instructional lesson; we made a radio call approximately 10 miles out reporting our intentions; around the same time I heard a non flight school aircraft report they were departing but the call was very weak and had a lot of interference with it (I believe this to be the conflicting aircraft but did not hear any type/callsign). We continued to report our position as we got closer to the airport and reported our intention of entering a 45 to downwind for Runway XX at ZZZ and while we entered and were on the 45 to downwind. While on around 3 NM I noticed an ADS-B target departing Runway XX and was climbing so I tried to look for them in case they were remaining in the pattern. After about 5-8 seconds of looking and not seeing them I returned my focus to ahead of the aircraft; it was at that time that a small high wing aircraft (appeared to be a piper cub); was at our 12 o'clock and level at the same altitude heading straight towards us. I immediately took the controls from the student (who was flying at the time) and entered a rapid descent and began banking the aircraft to the right. Well after we began to maneuver away from the aircraft I noticed them start to climb and turn (to their right). It appeared that the other aircraft did not have us in sight until our maneuver.I did not hear any radio calls from the other aircraft at any point before (except possibly as mentioned above) nor after the event.ZZZ is in need of a Control Tower; it is an unsafe airport with the type of flight operations; how much activity there is. There seems to be close calls for various types of events nearly every day.




Synopsis: PA-28 instructor pilot reported a Near Mid air Collision and took evasive action.
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Please thank the Customer Service helpers for arriving immediately. 10 minutes prior to departure; the lead Flight Attendant (FA) informed us there was a female passenger who was dizzy and had vomited. The FA was concerned about the passenger's fitness to fly and requested we call for the Customer Service helpers. They arrived and immediately removed the passenger. I suggested to the Gate Agents that they consider calling for Medical Assistance. I discussed the situation with the lead FA and First Officer. The lead FA said the passenger had described a history of kidney illness. We all agreed we had not received any information that would cause us to suspect COVID-19 illness. We departed on time. I described the event to our Dispatcher via ACARS. After arrival; I called the Duty Officer and the Chief Pilot on Duty and reported the event to them.




Synopsis: Air Carrier Captain reported a ill passenger was removed from the flight before departure.