elihoole/asrs-aviation-reports huggingface dataset:
Date: 201412
Local time of day: 1801-2400
Location: DEN.Airport, CO
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
ATC / advisory: Ramp DEN; Tower DEN
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: As we got close to the gate area we saw a wing walker off the left wing and two ramp personnel standing together just in front of the tug talking. The Captain stopped the aircraft as we awaited guidance to taxi to the gate. The self-guidance system was then turned on by one of the ramp personnel. We then started to taxi to the gate. As we did both ramp personnel were in clear sight watching us taxi and made no effort to get us to stop with hand signals. The lights on the self-park were difficult to make out the colors very well with the sun shining on them. We got to the point where we didn't feel comfortable continuing the taxi and decided to stop the aircraft; call Operations and ask them to have the ramp personnel guide us in by hand. Shortly thereafter one of the ramp personnel turned the automated parking system lights to green; and we taxied in the rest of the way. It was then that we realized that the lights had been red the entire time we were taxiing in; and the ramp personnel watched us taxi in and did nothing to stop us. After we parked I contacted maintenance to ask them if the self-park system was working correctly. The Captain went down to talk to the ramp workers and ask what happened with the self-park. He told the Captain that he was waiting for another wing walker and had it on red. When he asked him why he didn't simply cross his arms to stop the aircraft as he watched us taxi the whole way in; and he replied 'we were shorthanded today' and then walked off.




Synopsis: B777 First Officer reports stopping short of the gate to await Marshall instructions. After a few moments the self-guidance system is activated and the Captain begins moving into the gate as the ground crew observes. The Captain stops when the self-guidance system becomes difficult to see; possibly due to the sun angle. Shortly thereafter one of the ramp personnel turned the automated parking system lights to green and it was determined that the system had been off to that point.
Date: 202102
Local time of day: 1801-2400
Location: D01.TRACON, CO
Flight conditions: Mixed
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B DEN
ATC / advisory: TRACON D01
Second aircraft: Commercial Fixed Wing
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: Distraction; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On a descent into DEN; we were cleared to descend via the CLASH 3 Arrival. I confirmed that the final altitude was 9;000 ft. and selected it in the altitude window. About 10 miles from EVRLY; we experienced wake turbulence for about five seconds; and then experienced it again. I selected Vertical Speed and leveled off the descent to get above the wake turbulence. After we were clear of the wake turbulence; I selected a 2;000 FPM descent to get back on my vertical path. At that time; we were told to switch to Denver Approach. Upon checking in with Denver Approach they changed our runway to 35L. At this point I was concerned about changing the approach in the FMC. I forgot to re-engage the VNAV. Because I forgot to re-engage the VNAV; the aircraft did not slow down to 250 kts for EVRLY. The aircraft also continued a descent below 12;000 feet.; which was the lowest altitude at TWNSN. The aircraft continue to descend until I notice the deviation. By this time I was leveling at 10;000 feet. and was below the 11;000 feet. altitude required for PNBAL. ATC advised me to slow the 210 knots; and gave me a vector for the final approach to Runway 35L. They also gave me a descent to 9;000 feet. The rest of the arrival went as planned.




Synopsis: B737 Captain reported distractions from a wake turbulence encounter on arrival into DEN contributed to altitude and speed deviations.
Date: 201912
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON ZZZ
Aircraft component: Door
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During climb out at approximately 1;500 ft. AGL the door warning annunciator actuated. No obvious door abnormalities were observed by the flight crew and the flight continued to ZZZ. During descent into ZZZ the top clam shell hatch on the main cabin door opened. PIC was entering a left downwind to Runway XX when the door opened. Passengers were instructed to remain calm and do not touch the door. PIC [advised ATC] to ensure priority to the runway. Landed without incident.




Synopsis: Pilot reported that a malfunction caused a door to open in flight.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight; a red 'L REV Unlock' CAS message was observed indicating the left reverser was unlocked. The reverser was stowed via the Emergency Stow and the check list was referenced. Shortly afterwards; an Amber 'COM HYD FAIL' and SNGL RUDDER LIMIT' CAS messages were observed. A check of the hydraulic system showed complete loss of both pressure and fluid of the Combine Hydraulic System. The appropriate check list was reviewed and complied with. Once the Aircraft was configured and check lists reviewed; approach control vectored us for a visual approach. Landing was successful using approximately 7;000 ft of the 10;000 ft available. Once stopped; the gear was pinned. While there was an attempt to taxi; it was decided to be towed to the FBO.




Synopsis: G-IV Captain experiences a 'L REV Unlock' CAS message during climb and the reverser was stowed via the emergency stow switch. Shortly afterwards; 'COM HYD FAIL' and 'SNGL RUDDER LIMIT' CAS messages are observed and the flight diverts to a suitable airport.
Date: 201711
Local time of day: 0601-1200
Location: ZSE.ARTCC, WA
Light: Daylight
Aircraft: Epic Aircraft Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Human Factors

Narrative: I vectored Aircraft X for an ILS approach. After the initial vector I gave the following information; distance from FAF; heading to 230; maintain 6000 ft until established; cleared for ILS approach. After giving the clearance my Radar Assist mentioned my turn on angle was too great; I then corrected it and issued a 240 heading to intercept the localizer. The aircraft was descending quickly and was in and out of radar contact. In my scan I noticed I had lost radar contact for one update; next update it was back but their altitude was 5600 ft. I issued a low altitude alert; the next update was 5100 ft. I again issued a low altitude alert and asked Aircraft X to climb immediately to 6000 ft. At that time my intention was to terminate their approach and try again. I waited for altitude to start a climb then did so. At that time the aircraft canceled IFR; in VFR conditions; and I switched them to tower.As this was a pilot deviation I feel my instructions were appropriate. My correction of the heading was the only thing that I felt was lacking and it was forced under pressure.




Synopsis: ZSE Center Controller reported that an aircraft descended too early for the approach; and went below the minimum safe altitude.
Date: 201503
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower EWR
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Airport; Environment - Non Weather Related; Procedure
Primary problem: Chart Or Publication

Narrative: I was instructed by Tower to taxi across concrete ramp to Taxiway J. The airport diagram depicts the taxiways with what appears to be separated taxiways; whereas in real life it's a solid ramp area. We overshot Taxiway J and got into a position of not being able to turn onto; thus we had to use Taxiway B.  This was the first time either of us had been at that end of the airport and it was very confusing for the first time. I suspect it happens regularly because another carrier's two arrivals behind us did exactly the same thing we did as we waited on ramp traffic in front of us.I would suggest painting in the areas separating the taxiways; like many airports have a green color. Something to better depict the taxiway. Although I don't suspect I will make the same mistake having experienced this. My concern was uncertainty clearing across over concrete ramp to Taxiway J.

Callback: The reporter stated that after landing on Runway 29; his first time ever; he was expecting either grass or clear demarcations between taxiways. That was not the case; and in fact the taxiways are connected by massive concrete open areas which make the taxiways indistinguishable from non-taxiways. He would suggest a chart redesign which more clearly depicts the connected ramp; taxiway network. The reporter believes the chart should clearly show the ramp areas; where they in fact exist; but dashed taxiway lines where taxiways exist (such as currently shown for Taxiway B at the Ball Park). When he received clearance across the ramp to Taxiway J; his mind boggled because the real world did not fit the expectation he had developed from studying the airport diagram.



Synopsis: After landing on and clearing EWR Runway 29; a flight crew was cleared across the open ramp to Taxiway J. The Captain was confused because the commercial EFB airport depiction did not look like the airport's massive open ramps and indistinguishable taxiways.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Other aerial application
Operating under: Part 137
Flight plan: None
Mission: Other aerial application
Flight phase: Takeoff / Launch
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Other aerial application
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: Other Takeoff
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had taken a load in the aircraft and taxied to Runway XX at ZZZ. There were 2 airplanes in the pattern for Runway XY; Cessna 172 and a Bonanza. The Cessna 172 was on base for [Runway] XY planning a touch and go and the Bonanza was across midfield for a downwind entry to [Runway] XY. My plan was to taxi into position; wait until the Cessna 172 had passed by and then takeoff. I announced those plans on frequency. I heard the Cessna 172 acknowledge my radio call. I then thought that the Cessna 172 told me that they were on short final and would hold short of [Runway] XX. I acknowledged that call and replied that I was rolling on [Runway] XX. I proceeded with my takeoff and as I crossed runway [Runway] XY I saw the Cessna 172 go over me after taking off on [Runway] XY. We crossed paths and I estimate we cleared by about 150 feet. I later called the pilot of the Cessna 172 by phone to find out what happened. He said that he never said that he would hold short; but intended to do a quick touch and go in order to get past runway [Runway] XX and let me depart. Apparently; I misunderstood his radio call. This was my fault in that I misunderstood his intentions and was only using his radio calls to determine his position. I did not have the Cessna 172 in sight when I started my takeoff. If I would have held position until I had visual contact then this could have been avoided.




Synopsis: Aerial pilot reported an NMAC event during takeoff with another aircraft in landing pattern due to a communications breakdown.
Date: 202012
Location: ZZZ.Airport, US
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Mission: Training
Airspace: Class D ZZZ; Class E ZZZ1
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Following issuance of a first class medical under special issuance for sleep apnea; conducted a flight for a flight review with a qualified flight instructor. This flight was conducted a few weeks after the first possible dose of an investigational vaccine for COVID-19. The vaccine was unapproved for general use; and the trial the pilot is participating in phase 3 at the time of the flight and currently. The pilot has subsequently taken a second possible dose; but was unaware of any potential FAA interpretation that participation in a vaccine trial was potentially medically disqualifying; he treated the situation as with any vaccination and self certified himself as fit to fly having no adverse symptoms. This may have been incorrect for the moment; but was done in good faith at the time.




Synopsis: Pilot reported taking the COVID vaccine and was unaware that it was unapproved for general use and a possible FAR violation.
Date: 202007
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
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: Situational Awareness; Fatigue
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was the Captain and flying the aircraft and was going directly to ZZZZZ on the ILS Runway XXR approach.  We were hoping for the ILS YYL approach because we were parking on the west side.  They said we could have XXR and we accepted.  I was probably a little tired and I was fast on speed approaching the glideslope.  I tried to slow; got configured; but was too high on the glideslope and did a go-around.  During the go-around; because we were already high; a little fast; and flying a light aircraft; I failed to get the flaps up on time.  We oversped the flaps and exceeded 250 knots below 10;000 feet.  We momentarily reached 263 knots before cleaning up and slowing.  I wrote up the overspeed in the AML.  All else was uneventful.No excuses; but maybe a factor is that I have been flying 5 days in a row after being off for 2 months.  I felt things were coming back to me; and then this happened.  It was a somewhat long day; ZZZ - ZZZ1 - ZZZ2 - ZZZ1;  but not terrible.I will review the go-around procedures before every approach.  Also; in this case; I believe I lacked a little situation awareness because when we changed to the ILS for XXR; we were much closer on the approach and I should have started slowing the aircraft sooner.


Second narrative: CA was PF. FO was PM. While executing a go-around from XXR at ZZZ; we momentarily exceeded 250 kts IAS. The PM told the PF and he immediately adjusted thrust to reduce the airspeed. We received vectors from ATC; landed on YYL at ZZZ; and went to the assigned gate without further incident. There were no aircraft alarms or comment from ATC. We decided to go-around because we were high and fast on the approach. PM might have anticipated an airspeed issue because it was one of the reasons for the go-around.


Synopsis: Air carrier flight crew reported a speed deviation and flap overspeed while executing a go-around.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
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: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Pre-flight; Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When we entered the aircraft the F/O and myself both commented it had a really bad odor in the cabin. There was a cleaner on board and he asked us for assistance. He said the last crew wrote up an odor and wondered if we still smelled it. He had been cleaning trying to get rid of the smell. The first 10 rows of the aircraft had a musty smell as well as the flight deck. I then checked the logbook to find the prior Captain had written up a bad odor reported by the flight attendants and that he was refusing the aircraft for safety reasons. We immediately got our belongings and got off the aircraft. We had been in for approximately 15-20 minutes.Aircraft should have been removed from service and we never should have been subjected to this event.[Reporter recommends] the aircraft should have been removed from service to find the source of the odor. I asked for maintenance to come out to the aircraft. He wanted to spray some disinfectant and send the aircraft out. He asked if I was refusing the aircraft and I explained I couldn't refuse an aircraft with the open write up still in logbook. He explained that in order to find the source he would have to remove it from service and it was time consuming.




Synopsis: Air Carrier Captain reported a fume event upon arrival at the aircraft. Aircraft logbook had an open discrepancy by previous flight crew who had rejected the aircraft due to a fume event.
Date: 201912
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: IMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR
ATC / advisory: TRACON N90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict Airborne Conflict; 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 New Clearance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Procedure

Narrative: We took off from runway 4L in Newark. Prior to starting our right turn via the SID we became aware of another aircraft off our right side so we continued straight ahead. I was about to command a left turn when ATC told the other aircraft to make an immediate right turn and told us to maintain runway heading. At that point we entered IMC and followed ATC instructions. None of us heard the other aircraft announce he was going around.




Synopsis: B777 pilot reported deviating from SID heading due to traffic; moments after ATC gave conflicting traffic evasive clearance.