elihoole/asrs-aviation-reports huggingface dataset:
Date: 201310
Local time of day: 0601-1200
Location: ZAB.ARTCC, NM
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Distraction; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: [I] departed on a 030 heading to avoid weather east of the field. After clearing the weather; we were cleared to our next point; FORPE. I selected the point; moved it to the top of the LEGS page; confirmed with the First Officer; and executed and then selected LNAV. The aircraft turned to FORPE and was on course. During the climb; I wanted to get out the arrival for review and I was heads down for longer than usual because the arrivals were incorrect in chart manual. When I crosschecked the NAV instruments; I saw that the aircraft had passed FORPE and the LNAV was no longer engaged. I immediately turned back to course and asked the First Officer to inform ATC of our situation at which point ATC asked where we were going. We informed them of our system disconnect and they gave us a short vector to get back in position. We discussed the event and noted that we did a proper preflight brief and departure brief and everything was set up correctly. The aircraft simply had a hiccup and unfortunately it got us when we were distracted by another issue.




Synopsis: B737-300 Captain experiences a track deviation after being cleared direct to a waypoint and selecting LNAV. LNAV did not engage or dropped off after selection and was not detected by the crew until after the waypoint had been passed.
Date: 202201
Local time of day: 0001-0600
Location: BDL.Tower, CT
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class C BDL
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
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: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Intercepting Final for Visual Runway 24 at BDL; leveling at 2100 MSL; APP armed with localizer capture aircraft seemed to capture G/S as aircraft began descending received Caution and EICAS 'Autopilot' message; GS on PFD had amber line through it; PF (Pilot Flying) disconnected A/P recaptured G/S manually by adding power to shallow descent; (we were half dot low and descending) Amber bar disappeared from G/S roll mode; EICAS Autopilot message extinguished; PM (Pilot Monitoring) re-engaged A/P; all 3 A/P's engaged and Autoland Status showed LAND 3; Approach continued without further incident. Possible 5G interference.




Synopsis: Air carrier Captain reported that after glide slope capture an EICAS autopilot message appeared and the glide slope display indicated loss of capture as the aircraft continued to descend. The Pilot Flying disconnected the autopilot and manually recaptured the glide slope to continue the approach.
Date: 201606
Local time of day: 0001-0600
Location: BQN.Airport, PR
Flight conditions: VMC
Light: Night
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: CTAF BQN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Procedure
Primary problem: Airport

Narrative: As CA; I had never been to BQN. It was the second and final leg after a weather delayed flight. We were rushed to push out of our departure airport and I did not look at airport NOTAMs as closely as I should. The tower was closed upon our arrival so I picked up AWOS which noted Taxiway A between C and D closed. We exited at C to the north off rwy 8 and turned left/west on A towards the ramp. Later we noticed an X on the left side of the taxiway with lights facing away from us. We were easily able to taxi around them. It seemed strange so we looked further into it after parking and noticed the 10-7 page and Notams noted 1000 ft of A closed west of C as well. The C exit off of the runway is not closed however despite the fact that A is closed in both directions off of C.




Synopsis: An Air Carrier landed on BQN Runway 8 and exited at Taxiway C; turned left and taxied toward their gate. The crew recognized taxiway signage indicating they had taxied around a barrier but exiting at Taxiway C; the taxiway closure was not evident.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: M-20 Series Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ1; Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure; Situational Awareness; Distraction; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I accepted a handoff on Aircraft X; a M20 level at 030; on a vector westbound from ZZZ1 that was requesting an RNAV approach to [Runway] XX at ZZZ. I was working several other aircraft and allowed Aircraft X to continue on that heading while I worked other aircraft. I became distracted as an aircraft called to request Class B clearance to an airport that would be a conflict to Arrival sectors and then again when they stated their intention to climb above the Class B; which would also be a conflict for Arrival sectors. I tagged and identified the aircraft and coordinated with the overlying arrival sector of the aircraft's intentions. During this time I was distracted; Aircraft X was continuing westbound level at 030 and approaching the 034 Minimum Vectoring Area north of ZZZ2. When I realized that Aircraft X was entering a higher Minimum Vectoring Area at a lower altitude; I turned Aircraft X southbound to exit the Minimum Vectoring Area and issued them a climb up to the Minimum Vectoring Area (034).It was an honest mistake; I need to be more vigilant in my scan so as not to get overly focused on one thing to the detriment of another. Another thing I could have done would be to issue a vector earlier that would delay any potential Minimum Vectoring Area conflicts so that if I did prioritize other aircraft then it wouldn't become an issue.




Synopsis: A TRACON Controller reported they vectored an aircraft below the Minimum Vectoring Altitude.
Date: 201405
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Small Transport
Operator: Air Taxi
Operating under: Part 135
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Human-Machine Interface; Fatigue
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Inadequate preflight. Missed the fuel amount on aircraft. Some human factors involved but pilot error is the main factor. Fuel starvation over the airport; both engines failed. Notified ATC of location and problem. Landed on a 2;500 foot runway with max braking. Damage to the plane was 2 main tires blown. Only the pilot was involved.




Synopsis: Small Transport aircraft Captain reports departing without checking the fuel; causing both engines to quit enroute. A successful dead stick landing on a 2;500 foot runway is accomplished with only the main gear tires the worse for wear.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Flight Attendant
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Rejected Takeoff; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were cleared for takeoff Runway 06. First Officer was flying. We had just gotten takeoff power set and a Master Caution (doors aft entry) light illuminated. We rejected takeoff at 57 knots. We notified Tower and advised the Passengers. We turned off at F2; cleared the runway; and the door light extinguished. I called the Flight Attendants (FA) and the C-FA informed me that she saw the door handle not in the horizontal detent; and put it in the closed position as we exited runway.  We advised Control Tower we needed to stop aircraft. We called Dispatch Desk; and he put me on hold to confer with personnel. He got back to me to insure it was low speed reject and I said yes 57 knots.  Dispatcher said we were good to depart. I then had him amend our min takeoff fuel to 18.5.


Second narrative: At approximately 55 knots during the takeoff roll; a caution light illuminated. The caution light was indicated by 'doors' on the recall panel and 'aft entry' (left side) on the overhead panel. I was the Pilot Flying and the Captain rejected the takeoff. After rejecting and within approximately 10 seconds the light extinguished. After exiting the runway; the Captain had a brief conversation with one of the FAs via the intercom. The FA reported that she noticed (after we rejected) that the aft entry door handle was not fully in the locked position. She pushed the handle down which caused the light to extinguish. The Captain called Dispatch and Dispatch conferred with Maintenance. Everybody agreed that it was safe to continue and a write-up was not necessary. Dispatch amended the Release with a new Minimum Takeoff [fuel] of 18.5. We then had an uneventful takeoff.


Synopsis: B737NG flight crew reported rejecting takeoff due to a master caution and door warning.
Date: 201312
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA20 Undifferentiated
Operator: Other Flight School/ CAE OAA
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: CTAF ZZZ
Reporter organization: Other Flight School/ CAE OAA
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Confusion; Human-Machine Interface
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing; while turning into Taxiway 'C' from the runway; the airplane was left of the taxiway centerline so I [needed] to use right rudder but panicked and accidently pressed left rudder which took me off the taxiway into a dirt area. I tried not to hit a taxiway light so; in order to stop the plane; I used the parking brake and lost all directional control. The propeller struck the runway exit sign; knocking it over and breaking aircraft's propeller.




Synopsis: A private pilot aboard a DA-20 lost control while exiting the runway after landing and struck a runway sign with the propeller; breaking it.
Date: 201708
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
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Procedure
Primary problem: Weather

Narrative: First Officer flying a visual approach. Winds on ATIS during descent planning was reported 17010. When cleared to land tower reported wind 170 at 14 G 22. Approach seemed stable in the gusty conditions.  At about 50 FT; the auto throttles were disconnected. Aircraft had a hard landing and bounced. At this point Captain took aircraft and landed. No problem stopping aircraft in remaining runway.  Logbook write up was completed and was informed by mechanics that no damage was found from the landing.




Synopsis: B767-300 Captain reported that due to weather conditions the aircraft had a hard.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was inbound to land Runway XXL. When I issued a turn northbound the pilot questioned the heading.  The session is muffled during replay due to the requirement of wearing mask.  This creates an undue safety issue when each transmission is time dependent. Since all of our positions are separated by more than 6 feet that mask [should] not be required when working position unless it is an associated hand-off.




Synopsis: TRACON Controller reported a pilot questioned a heading clearance and cited a possible muffled transmission due to wearing a face mask as a factor.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Engine Driven Pump
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Result: General None Reported / Taken
Contributing factors: Company Policy; Procedure
Primary problem: Ambiguous

Narrative: Line received a phone call for a failed Engine Driven Pump from Maintenance Control. Senior Technician spoke with Maintenance control; and was told to replace the EDP. Senior Technician confirmed with the shift Supervisor that the EDP was to be replaced. Technician A and myself went out to the aircraft; performed a GVI (General Visual Inspection) and found no leakage around the pump or associated fittings; no obvious external damages; and that the electrical connection was secure. We confirmed with Senior Technician that the EDP was indeed to be replaced; he did confirm. Following maintenance procedures for removal and replacement of the EDP; EDP was removed and replaced. Shift Supervisor performed GVI of work done; Senior Technician performed Ops check of EDP; confirming proper operations and no notifications on CAS (Crew Alert System). Aircraft departed gate. I believe the primary cause of this incident was a miscommunication of work required. We were under the assumption of the EDP just needing to be replaced. It wasn't until now; that it is understood there is an additional inspection and replacement of the filter elements for an EDP failure. Under the supervision and guidance of our Senior Technician and Supervisor; the inspection procedures were not mentioned as well. I believe that due to the aircraft returning to the gate; after taxing for departure; and the requirement that the aircraft was to depart after maintenance was performed and ops checked; put an extra amount of superficial stress to perform the maintenance in a safe and expedited fashion. Suggestions that may be implemented to help prevent this from occurring again: it may be beneficial for Maintenance Control to inform line shops of additional inspections and/or actions that may need to be performed; to make the shops aware. It may also be beneficial for the filter elements to be inspected and replaced any time the EDP is replaced; so as to have a higher degree of certainty that system contamination does not occur.




Synopsis: Maintenance Technician reported a missed inspection following an engine-driven pump replacement.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Cessna Citation Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Instructor; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Communication Breakdown; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was doing OJT on Local Control. We were using the ILS RWY XX circle to RWY XY approach. The trainee cleared an Aircraft for takeoff then canceled the takeoff clearance. The Aircraft crossed the hold short line. The trainee issued the next arrival Aircraft Y a go around to fly heading 280 and maintain 018. I then issued the published missed approach. Aircraft Y then began to turn south. Aircraft Z was the next arrival and had a 60 to 70 kt overtake on Aircraft Y. I issued a 250 heading to Aircraft Y to avoid Tracon overhead traffic and to keep them away from Aircraft Z. I issued a 300 heading and 018 to Aircraft Z to avoid conflict with Aircraft Y. While I was trying to handle separation between Aircraft Y and the ZZZ1 arrival I didn't give Aircraft Z a frequency change to Tracon. Tracon called and asked me to switch Aircraft Z which I did; however Aircraft Z had flown out of the 018 MVA area and into the 020 MVA area.I would maintain better awareness of the proximity of Aircraft to the higher MVA areas and issue a climb to 020 to avoid MVA conflict.




Synopsis: Local controller reported failing to issue a frequency change to an aircraft resulting in aircraft entering a higher MVA.
Date: 202012
Local time of day: 1201-1800
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Other High Perf
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I had heard that the FAA had suspended/extended GA compliance regulation deadlines due to COVID-19. I have operated an aircraft outside of my normal deadline date for medical and BFR requirements.  In the last two days I have found that this might not be the case. I purchased an additional aircraft and I don't know if the deadline for registering the plane has also been extended or not.I shouldn't be making assumptions or go by information that I am hearing from the airport/other pilots or online. No additional flights will be made until I verify that I am in compliance with the proper FAA office.




Synopsis: Pilot reported not being sure of General Aviation Compliance regulation deadlines.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Airliner 99
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot; Captain
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I am a Beech 99 Captain operating as a single pilot under part 135. I was operating a flight from ZZZ to ZZZ1. I was on radar vectors and was instructed to proceed direct to ZZZZZ Intersection to intercept Airway X. At this time I was level at 10;000 feet when I noticed my pilot hatch was not all the way secured. I decided to try to secure it myself in flight. When I opened the pilot hatch in an attempt to latch it again to secure it all the way; the pilot hatch was ripped off by the wind. I was over ZZZ2 at the time.




Synopsis: Beech 99 Captain reported the pilot hatch departed inflight.