elihoole/asrs-aviation-reports huggingface dataset:
Date: 201603
Local time of day: 1801-2400
Location: S56.TRACON, UT
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZLC
ATC / advisory: TRACON S56
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was monitoring the operation indirectly from a position not in use at the time. The developmental in training issued a turn to Aircraft X off of the NSIGN3 departure to the MURFI waypoint to rejoin the route. Aircraft X was not climbing at a rate that allowed for MVA clearance. The instructor issued instructions to Aircraft X to turn to a 160 heading in an attempt to gain more altitude and avoid the MVA. Approved separation was lost when Aircraft X entered an 11;000 foot MVA at 10;200 feet.




Synopsis: S56 ZFLM reported of an airspace violation due to a developmental vectoring an aircraft into a MVA which the aircraft was below.
Date: 201902
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: This was 2nd issue with similar scenario in the same day and bank. Fueling was still in the process of fueling the aircraft when the flight crew gave the approval for the main cabin door to be closed by the agent. The agent closed the door but the ramp lead caught this and did not allow bridge to be guided back and alerted me to situation with fueling. I immediately had the agent open the door. The bridge in this instance was never removed unlike the similar report I filed. Again I feel this is process driven by the new process with Electronic Fuel Slips and situational awareness of the flight crew and ground personnel. While again nothing came of this it has the potential to happen again and has system wide ramifications.




Synopsis: Ramp agent reported the cabin door was closed while fueling was in progress.
Date: 201908
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Flight pushed from the gate; I received an alert that the ramp was unable to closeout the flight due to no 15 bags surrounding the Hazmat. The total bag count on the flight was only 12. The flight was brought back to the gate to offload the Hazmat.




Synopsis: Commercial airline personnel reported Hazmat cargo incorrectly configured for air transport resulting in ground return to unload Hazmat.
Date: 201504
Local time of day: 1201-1800
Location: A90.TRACON, NH
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZBW
ATC / advisory: TRACON A90
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Situational Awareness; Distraction; Confusion; Workload
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: The Center still assigning speeds that violate the LOA. This situation was an overtake where the center assigned a speed to the first aircraft until the common point; then the arrival created a 60 knot overtake.When the situation is reported to management; there is no recourse for the Center.  This has happened on numerous occasions. Review the safety culture.




Synopsis: A90 controller reports of ZBW not following the LOA reference speeds on aircraft descending into A90 airspace.
Date: 201906
Local time of day: 0001-0600
Location: DAY.Airport, OH
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class C DAY
ATC / advisory: Ramp DAY
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Equipment / Tooling
Primary problem: Ambiguous

Narrative: We arrived at the airplane at and found that Maintenance was being performed on the hydraulic system 3B; and also found that the standby horizon would not erect. Both of these items were written up and eventually an MEL was effected for the hydraulic pump.  After all items were entered in logbook; I went out to inspect the area where repairs were made and found a fastener missing from the airframe. It was found lying on the ground underneath the airplane; and Maintenance was called to reinstall the fastener. I went back to the cockpit and was in the midst of preparing the airplane for departure when Maintenance came into the cockpit telling us that we needed to write up the missing fastener even though it was associated with the earlier hydraulic fix. We did so and this logbook entry. We were again getting things ready for the push with jet bridge disconnected now two hours late; when we were further interrupted by a ground crew asking us to take additional passengers from another delayed flight. They shortly changed their minds and we were again allowed to push. We had reached cruise altitude before either the First Officer or I realized that we had forgotten to download the newest release that included the newest MEL and sign it. Upon landing; we did download and sign. I attribute this failure to numerous interruptions before the push. We received no indication from Dispatch that the new release had been sent and did not remember to download ourselves.




Synopsis: CRJ-200 Captain reported not receiving the newest flight release from Dispatch until airborne.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cabin Window
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other During Maintenance
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: April 2013. My partner and I were assigned to take over a window shade replacement on the overwing emergency escape door. Removal of the door is necessary requiring disarming the Off-Wing Escape System. Job Card 25-92-03; as well as the Aircraft Maintenance Manual (AMM) references were on hand and utilized. With the start of the Arm/Disarm procedure; a 'Caution' about personal hazard and aircraft damage was called out on the Job Card; which referred you to Maintenance Manual 25-65-00-442. It was a procedure to check for the possibility of stray voltage before installation of the electrical connectors (4 total) to the squibs [for the overwing slide]. A multi-meter; as well as an [electrical] shunt; could not be located. Multi-meter COM1793 or shunt were not at ZZZ; or anywhere that could be located. Management instructed us to proceed without testing for stray voltage; and also that they would assume responsibility; should the slide deploy. We 'Armed' the Off-Wing Escape System without incident as instructed. We were also told that Technical Support and the Training module said that once we started using the Maintenance Job Card; to not use any of the Maintenance Manual instructions within the Maintenance Job Card. The whole time we were being pressured to get the job completed; and the Manager could not understand why we wanted to refer to the Maintenance Manual; and not just complete the job.




Synopsis: Two Aircraft Maintenance Technicians (AMTs) were directed by a Maintenance Manager to ignore the 'Caution' instructions and Maintenance Manual (M/M) references in a Arm/Disarm Job Card for the Overwing Escape Slide System; before attaching four electrical connectors to slide squibs; on a B757-200 aircraft.
Date: 201810
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Flight Crew
When detected: Taxi
Result: General Maintenance Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Inadvertently pushed back without dangerous goods final report. Delayed taxi until report was received.




Synopsis: B777-200 Captain reported pushing back prior to receiving Dangerous Goods final report.
Date: 201304
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climbout we had an LGCIU #2 failure and completed the QRH procedure and reference actions for the failure. Enroute we requested and received landing data and determined no issues existed with our planned landing. On descent through approximately 8;500 feet MSL for landing at the Captains (PF's) direction I placed the landing gear handle in the down position with no resulting gear extension. We completed the ensuing ECAM and QRH procedures for the L/G Gear Not Down Locked event without success and accomplished a go around. The go-around was normal considering the aircraft configuration. Established on a downwind we successfully accomplished the L/G - Gravity Extension QRH procedure; declared an emergency due to the loss of nose wheel steering capability; and completed a normal approach and landing with approximately 4;000 FOB.


Second narrative: At cruise the LGCIU #2 ECAM appeared. On final approach when landing gear was selected down nothing happened. Following ECAM procedure the landing gear handle was recycled; with no effect. We went around. On downwind we manually extended the gear and got three green indications. Landed normally and cleared the runway at the high speed turnoff and stopped (No nose gear steering). Tug came and towed us to the gate.


Synopsis: A320 flight crew reports failure of LGCIU Number 2 in cruise. During approach the landing gear fails to extend when selected; and the gear handle is cycled to no avail. A go-around is initiated and the landing gear gravity extension procedure is followed successfully extending the gear.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After takeoff from ZZZ; the red lights for all three landing gear remained illuminated. Accomplished 'landing gear fails to retract' checklist; gear retracted normally; and flight continued to ZZZ1. No airspeed or altitude limits were exceeded. During 'gear fails to retract' checklist; discovered the overhead gear door was slightly open; and after closing it and finishing the checklist; the gear retracted normally. The aircraft was towed to its spot in ZZZ; so the tow team; first officer; and myself all failed to notice the door wasn't completely closed.Will put more emphasis on double checking the configuration of the aircraft after its towed.




Synopsis: DH8-400 flight crew reported landing gear retraction issue after takeoff.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: SVFR
Mission: Personal
Flight phase: Landing
Airspace: Special Use SFRA
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
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: Chart Or Publication; Human Factors
Primary problem: Human Factors

Narrative: The entire flight was conducted inside the SFRA; VFR under the class Bravo shelf. Once I had the field in sight I notified Approach; kept my transponder code; and switched to the advisory frequency. I listened for a few seconds then reported my position; a few miles to the east. No other traffic was on frequency. I had listened to the weather and the winds were favoring ever so slightly Runway XX. I then reported my intention to enter on a crosswind pattern for Runway XX. As I neared the airport I scanned for both traffic in the air and on the ground. I then announced my crosswind entry onto XX. I then turned downwind and made the appropriate radio call. I then turned base and made the appropriate radio call. I then turned final and made the appropriate radio call. On short final; at maybe 100 feet off the ground and once I had the runway made; my eyes caught Aircraft Y that had just departed runway XY. The aircraft was my altitude if not 50 feet higher and would pass on my left side; to the west of the runway. I scanned for other aircraft potentially departing XY - there were none - There was no more danger so I continued with my landing a few seconds later. On rollout; Aircraft Y; called with a 'landing traffic' have you been making radio calls? I responded with 'Yes; multiple; initial call a few miles out; crosswind entry; downwind; base; and final. Have you been making calls?' and Aircraft Y responded with 'wind calm runway is XY.' I responded with 'Wind was favoring XX a few minutes ago.' No more communication followed.I did not see the aircraft taxiing or in position as I approached the airfield. I was obviously on the correct frequency as Aircraft Y contacted me after departing. Aircraft Y made NO calls on frequency other than to question me. I'm curious if Aircraft Y was originally on the temporary tower frequency which is different from the correct frequency.




Synopsis: GA pilot reported an NMAC at a non-towered airport with an aircraft that was not making radio calls.
Date: 201502
Local time of day: 0601-1200
Location: DVT.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D DVT
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight contained three people. An instructor in the back; a student in the front left seat and myself in the front right seat. We took off the first time to the west to do maneuvers. We did all of our maneuvers and headed back. We tried to land the first time and we did a go around because it was unstable. The second attempt was much better and we did a stop and go. When we were on the go I noticed that the engine didn't sound right and the RPM was only about 2;100 and the airspeed was not increasing fast enough so I aborted takeoff. Exited and taxied back to the ramp and shut down the plane.




Synopsis: PA28 Instructor pilot experiences low power during a stop and go takeoff and rejects.
Date: 201307
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Weather elements / visibility: Fog; Rain; Turbulence; 1
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; 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 Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: While on route the weather was deteriorating to 600 feet overcast and 2 miles.  I was reviewing the approach options for the airport and when I went back to heads up the autopilot had disengaged and was 7 degrees nose down and 45 degrees bank to the right. After recovering from the unusual attitude I was 1 mile south of course and 500 feet below assigned altitude. By the time I had finished accessing the failure; getting back on course I was already on a different frequency and had failed to report the deviation to the controlling facility.




Synopsis: C182 pilot experiences an autopilot disconnect while he is reviewing the approach charts. When the anomaly is detected the aircraft is seven degrees nose down and in a 45 degree bank. ATC does not comment on the 500 foot altitude loss or the track deviation.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to Top of Descent we experienced a Low Pressure light on engine 1 hydraulics. We accomplished QRH and informed Maintenance [via] ACARS. Shortly after reporting we noticed intermittent lights on electric pump 1 and Flight Control A. System A read zero quantity and system pressure cycled between 0 and 2925 psi. This happened throughout descent; and upon leveling at 9000 MSL the light became steadier.We surmised a total loss of hydraulic system A and went back into the QRH. We coordinated with Approach Control for extended final visual to allow time for gear extension. Upon landing we extended the rollout to avoid excessive braking and side loading upon turnoff. We then parked awaiting inspection from Fire/Rescue. We were towed to gate. No reported passenger or crew injuries.


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


Synopsis: B737 flight crew reported loss of hydraulic system A fluid and pressure.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain; 4
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Landed ok after an RNAV approach - rolled out - gust of wind pushed the tail slightly - I over-corrected with rudder and maybe some brake [resulting in a ground loop].




Synopsis: Maule MX7 pilot reported ground looping after touchdown; citing a wind gust and possible rudder overcorrection.