elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Ground ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Ground Event / Encounter Object; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: A week before the incident; I noticed fluid around my left (pilot side) brake. I notified my mechanic. [A week later] I called my mechanic and he told me the repair had been done. I then pre-flighted the plane; including brake check; and began to taxi along the hangar row towards the taxiway leading to Runway XX at ZZZ. At approximately 100 yards; before reaching the taxiway; the plane began to veer to the right. I applied normal pressure on the left brake to correct the direction of the plane. My foot went to the floor (brake failure). I continued to apply pressure on the left brake 3 or 4 times; to no avail. I then pulled the power and applied pressure on the right brake; the only brake working. I managed to slow the aircraft to approximately 2 mph before impacting [a] hangar door. I do have a witness who came into the cockpit and saw my left brake/rudder pedal to the floor. There were no injuries.




Synopsis: Beechcraft Bonanza V35 pilot reported the loss of one brake during taxi led to contact with a hangar door.
Date: 201604
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp DEN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Incursion Taxiway
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: First Officer was preoccupied with personal shopping on-line before push back. He had a tendency to put in the minimal effort during the whole trip. When we got the pushback; he was behind the whole way out. (I am a little too conflict averse; and should have confronted him earlier about this problem).Anyway; we were going to have to deice; ramp was wet; but not icy; so I planned to taxi to deice pad on one engine. After First Officer got #2 engine running; I asked him to call for taxi and to request a left 270 turnout rather than starting with a turn into the operating engine. He was having trouble copying the clearance and deice frequency; and never did ask for the left 270; so I finally keyed the mike and asked for that myself.Started west to hold short of H at the west end of the ramp; where I stopped as instructed. First Officer was still back at the gate and I was basically solo. He still had not copied the deice control frequency; and was now looking for it on Jeppesen FD Pro while I patiently waited. Second frequency he tried worked; we were told to taxi to the C1 pad for deice. Here is where I made my mistake. We 'always' deice on the Bravo Deice pad; I had both hands full of airplane; saw that C1 was at the left end of the pad; and turned left toward the deice pad [we normally use] to the spot at the left (South) end of the pad. Ramp hollered at us that we were supposed to turn right into the 'Charlie' deice pad. I was able to make a 150 turn back to the right on Hotel; and into the correct pad.Ramp and Iceman were having a discussion that I was the 7th airplane that day to turn the wrong way; and suggested that Iceman emphasize in their instructions that it would be a right turn into the Charlie pad. I was a bit overloaded and basically taxiing solo without much help from my First Officer; but much to my chagrin 'expectation bias' bit me in this case.




Synopsis: B737 Captain reported taxiing to the wrong de-ice pad at DEN because of workload and distraction issues.
Date: 202009
Local time of day: 0001-0600
Location: ZGZU.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Heavy Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
Aircraft component: Autopilot
Component problem: Improperly Operated
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
Human factors: Confusion; Human-Machine Interface; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: After takeoff; the Captain - pilot flying - engaged the autopilot at 500 ft. and the aircraft immediately started to level off [and] then tried to descend. He disconnected the autopilot and returned the flight path to a climb. During that time we got a GPWS 'Don't sink' aural warning. Upon later investigation we figured out what had happened. The first point on the SID; GG511. has a speed restriction of 230 kt. which was loaded in the FMS. It was his intention to load 230/005A to command 230 kt./500ft. or above at GG511 but it was inadvertently loaded as 230/005 so the FMS wanted 230 kt. at 500 ft. at GG511; when the autopilot was engaged it tried to capture 500 ft. The rest of the departure and flight were uneventful. [The cause was] a mistake loading the FMS. [I suggest to] properly load the FMS and better cross-check from the pilot monitoring - myself.




Synopsis: Air carrier First Officer reported that a mistake during the FMS programming caused the aircraft to descend when the autopilot was engaged after takeoff.
Date: 201812
Local time of day: 1201-1800
Location: CVG.Airport, KY
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON CVG
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Prior to the flight; I downloaded the release; and programmed the FMS what I thought was according to the PDC given flight clearance. When entering the JAKIE 4 Arrival; I did not see point 'CUBIM' as a part of the arrival. It is in small print; and I simply missed it. I interpreted the clearance that we were supposed to go from CUBIM to JAKIE direct; but there is a CUBIM transition that I incorrectly missed and did not select as a transition. Once enroute to CVG; we passed CUBIM going direct JAKIE. ATC asked us why we had not turned; and we were confused as to what he was asking. We were apparently supposed to fly the CUBIM transition which included several other fixes between CUBIM and JAKIE. We were given a phone number to call. After landing; the Captain called; and the gentlemen he talked to said that this has happened multiple times in the past; and that they are trying to figure out why the clearance is being incorrectly applied. The Captain and I followed company procedure and reviewed the clearance; prior to pushing from gate in ZZZ; but we clearly both misinterpreted the clearance. From this event; I have learned that it is paramount to ensure all transitions are input into the FMS; and that if I believe the clearance is to a point in the middle of the arrival and not at an initial fix; that I need to double check that there is no transition that is being missed. Suggest to Jeppsen that all initial points on arrivals be in large font. This is not an excuse for me missing it; but rather what I believe to be a causal factor in the error.




Synopsis: Air carrier First Officer imputed wrong information into FMS during preflight planning and neglected to add an intersection as part of the arrival.
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: MEL; Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: We inspected the logbook after a lengthy maintenance delay for an unrelated open item. Item 9; dated [two days prior] read 'Offside FM control displayed on left ND and status message AP 1 inop.' The item had been written up at the gate before departure and was deferred by Maintenance with the following entry: 'Checked and appd for deferral. Placarded #1 autopilot inop per MEL.' Aircraft flew 6 times after that write up. The First Officer and I reviewed the Mel 22-01A (as cited in the logbook) and complied with it fully. Shortly after takeoff I realized that both NDs needed to be in the same range to avoid the 'map not available' display on the captain's ND. Further investigation revealed that FMGC 1 position indicated all dashes. We now suspected that the logbook incorrectly addressed an autopilot 1 failure; not a failure of FMGC 1. Thinking that Maintenance misdiagnosed the original problem we called Maintenance Control and discussed the situation. Together we decided to perform an FMGC manual reset. The reset was successful and all systems; including the original AP 1 inop status message operated normally. If in fact if the FMGC was the problem then the aircraft should have only been permitted 3 flights on deferral.


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


Synopsis: A321 flight crew discovered that an MEL issued two days prior for a autopilot #1 failure was actually caused by the failure of the # 1 FMGC. Maintenance is contacted and an FMGC reset procedure is performed successfully returning all systems to full operation.
Date: 201710
Local time of day: 1201-1800
Location: WST.Airport, RI
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Landing
ATC / advisory: CTAF WST
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Airport
Primary problem: Airport

Narrative: Runway 25 is so rolling and bumpy that we thought the Captain made a bad landing. It was not until we took off on runway 07 that we realized it was the runway! I feel that this runway is so bad that we should not be using it for our operation. The perpendicular runway is just under 4;000 ft so we were not allowed to consider it.Our company should not use this airport/runway until it is inspected for weight bearing and levelness by the FAA and/or [Company].




Synopsis: Corporate jet First Officer reported Runway 07/25 at WST Airport should be considered unsuitable for their aircraft due to the rolls and bumps on the runway.
Date: 201207
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I received my taxi instructions from Ground to taxi via Charlie to Runway 34. I mistook Charlie for the apron and crossed it and continued on along one of the Runway 34 access ramps. I crossed the runway hold lines not looking for them there and did not realize it until I had passed about 10 feet. I stopped short of the runway and called Ground.  Ground told me to do a 360 and turn on Charlie as I was originally instructed. I observed an airplane that was on final and landing on 34 going around. In the runup area for 34 I was instructed to call Tower which I did this morning. I was told that an incident report was filed. This incident was definitely due to my error in crossing the hold short lines without clearance. I was hurrying my departure a bit wanting to depart VFR before the weather worsened. I do not fly into Tower controlled fields too often and my comfort level with communications could be improved. I guess what I have learned is when in doubt ask and above all do not cross runway hold short lines without permission.




Synopsis: An aircraft on final had to execute a go around when an M20 pilot; unfamiliar with the airport and uncomfortable with radio communications; inadvertently crossed the runway hold short lines.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
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: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: Descending into ZZZ we were getting vectored off the arrival for an approach. The First Officer (FO) flew through a small buildup that seemed fairly benign. Unfortunately there was enough vertical development to create an automatic moderate turbulence report. I didn't want to dictate how the FO flew the arrival; but thought we should have deviated a few hundred yards around this little cloud. While I expected a little turbulence; I certainly didn't think it would be that strong. On debrief; the FO seemed unaware that we didn't have to fly directly into the cloud and could have maneuvered a little.




Synopsis: A319 Captain reported First Officer flying into turbulence resulting in an injured Flight Attendant. First Officer was unaware of option to deviate clear of cloud
Date: 201210
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine Thrust Reverser
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a repositioning flight in the descent phase; about 20 nautical miles from our destination; and passing through 10;000 feet; both the pilot flying and I noticed the Master Warning Light flashing without any associated annunciator light illuminated. A few minutes later; we noticed both Right Thrust Reverser Arm and Unlock lights gradually illuminate. The pilot flying ran the memory items and called for the related checklists; which were completed while approaching the airport terminal airspace. The decision was made to shutdown the right engine as a preventive measure in case the right thrust reverser did fully deploy. The single engine visual approach and landing was successful and uneventful. Due to the mechanical nature of the problem; I don't have any recommendations.




Synopsis: A BE-400 Master Caution light illuminated along with the Right Thrust Reverser Arm and Unlock lights so the checklist was completed and the engine was shutdown during descent to preclude full deployment.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: Mixed
Weather elements / visibility: Cloudy; 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Approach; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Distraction; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was flying from ZZZ to ZZZ1. When I was in the TRACON area; I flew through a cloud at 4;500 feet. I kept my wings level and flew my course line keeping an eye on my GPS and six pack. I ended up going through another cloud at 4;000 feet and another at 3;500 feet. After informing TRACON every time I went through a cloud; TRACON asked if I would like to pick up an IFR flight plan. Not being instrumented rated; I informed him I was not personally Instrument Rated; but he kept offering for me to pick up a plan. I had only experienced clouds during the day during training. Experiencing night clouds were totally different and very freaky because of my lights in the cloud - without the lights though; it was only black (making the situation even scarier). I asked after going through a third cloud to divert to ZZZ2. The controller started reading off vectors and mentioned a cloud of precipitation off the west side of ZZZ2. Turns out I was going through clouds that had randomly popped up with the rain. These clouds were not reported on the ATIS/AWOS. Also; I was pointed towards a dark empty part of the terrain making it almost impossible to tell I was in a cloud until I was in one. I decided to continue on at 3;000 feet because in order to divert I would have to fly through more clouds (the pop up rain) to get to ZZZ2. I continued on and the flight was otherwise uneventful. It was super nerve wracking going through clouds at night. I had never experienced it before. I think it is important Private Pilots experience IFR conditions at night to remain calm like I had in these situations. I did everything to keep the plane level and descend down; but it was still scary since it was all new to me.




Synopsis: VFR Cessna private pilot reported encountering IMC conditions and requesting assistance from ATC.
Date: 201811
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on arrival for Denver we received an arrival change and subsequent runway change due to the landing direction being changed from south to north. We set up on the ANCHR Arrival and loaded the ILS 35R as the expected approach and runway. During this time we were told to maintain speeds that differed from the published speeds on the arrival and were then instructed to fly the RNAVZ to 35R which we loaded and briefed. In our haste to get the procedure loaded and verify waypoints et al we forgot to sequence the FMC to leave the arrival after DOGGG and fly the approach. MSIMS appeared to be the active waypoint with FRONZ being the next waypoint as both were indicated magenta on the FMC. What we failed to notice was that after DOGGG the aircraft was programmed to continue straight ahead for 'vectors' off the arrival. We noticed our error right at MSIMS and immediately began to turn the rejoin the course. At the same time ATC noticed our error and gave us vectors for a visual approach to Runway 35R. We landed safely without further incident.




Synopsis: Pilot reported a navigation error when the aircraft was supposed to turn but did not.