elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 0601-1200
Location: LGA.Airport, NY
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Controller pilot datalink Communication (CPDLC) instruction was 'Cleared to ZZZ APRT LGA5 EXCEPT TURN LEFT HDG 360 FOR RV THEN AS FILED'. When I received and acknowledged the clearance; I read it to the Captain stating EXPECT TURN TO 360 instead of EXCEPT ....' Nothing more; the Captain read the CPDLC and acknowledged what we briefed. Captain was PF. We were cleared for takeoff from Runway 4 and we commented that usually they state 'turn to heading ###'; however; Tower frequency was too busy to inquire and in the absence of further instruction we turned to the SID heading of 051 degrees. Once transferred to Departure Control; he gave us a heading of 360 degrees. A few minutes later; Departure Control requested to know what heading we were assigned by LGA Tower; and I stated 'We weren't given a heading but CPDLC stated to expect a heading of 360 degrees.'  Nothing more was said. Thirty minutes passed; and I decided to reread the CPDLC and noticed my error of reading 'Expect' instead of 'Except'. No excuses; I was wearing my new glasses and it was light outside; there were no stressors during boarding. I plainly misread the clearance. We read what we think we want to see and perhaps my only recommendation would be: 1. First Officer to be more thorough.2. I wish they (Clearance) could use different verbiage and 3. Tower could reinforce the change to the standard clearance but I know LGA is BUSY.'




Synopsis: First Officer reported a track error departing LGA citing error in reading CPDLC change of initial heading during predeparture briefing as probable cause.
Date: 201601
Local time of day: 0601-1200
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp LAS
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Excursion Ramp; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Airport
Primary problem: Human Factors

Narrative: We entered LAS ramp at Spot 16 and cleared to Gate X. There was no traffic on (or moving on) the ramp. The Captain (in the Check Airman's opinion) got too close to Taxiway C coming around the corner between Spot 11 and 10. The Captain was concerned about the left wing traveling over the ground service road etc. Even if I was aware of any problem there was nothing I could do as PM; it happened so fast etc. I was turning off the Transponder and making sure the radar was off as we were approaching the gate etc. Again; I was not aware of any problem until the Check Airman debriefed the Captain. Also; no issues (as far as I know) with Ground Control. The Check Airman suggested we file an ASAP report; so here it is. There should be a defined taxi line around Concourse C and Taxiway C; If possible.


Second narrative: Upon landing Runway 1R clearance to gate (upon contacting Ramp Control) was to taxi Spot 16 to Gate X. Upon approach to Spot 11; my opinion was that there was not enough clearance to safely remain on the ramp and clear traffic off Gate X. As a result; the aircraft left the ramp and temporarily went onto Taxiway C; then back onto the ramp to Gate X. Ground Control was not contacted for the temporary incursion onto Taxiway C.


Synopsis: B737 flight crew reported a LAS Taxiway C incursion while taxiing around Concourse C on the ramp between Spots 11 and 10. A taxi line in that area would help maintain gate and taxiway clearance.
Date: 202104
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb; Initial Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure from ZZZZ during flap retraction we initially had the EICAS caution message Flaps Primary" which then turned to "Flaps Drive". We continued the climb to FL180 while accomplishing the initial flaps primary then the follow on flaps drive checklists. We informed ATC of our issue and restriction of FL200. I then turned control of the aircraft over to my Check Airman then contacted Dispatch. While on satellite phone the Pilot Flying to match the flap indication which caused a flap overspeed we changed flaps back to up which solve that problem. After conferring with Dispatch; Maintenance Control and the Chief Pilot. Collectively decided to divert to ZZZZ1. When in contact with Center asked for and received FL160 to stall margin versus flap overspeed margin. When in contact with ZZZZ1 we asked for and received permission to dump fuel to bring us closer to max landing (this was in consideration of the max tire speed) due to the speed additive of Vref flaps 30 + 25. After arriving in the ZZZZ1 area we were still too heavy to land and asked for delay vectors to burn down to max landing weight. When we were at weight when we asked for approach and landed without further incident. We could have initially asked for lower altitude to give better stall margin and flap overspeed protection. Dispatch initially suggested an overweight landing but due to tire speed limitation and the speed additive we decided the best course of action was to get the aircraft down to at least max landing weight."




Synopsis: Captain reported a diversion and fuel dumping due to trailing edge flap drive and position sensing/control failure.
Date: 201604
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Time Pressure; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Procedure; Human Factors
Primary problem: Human Factors

Narrative: We left our gate and were instructed to taxi and hold short of the runway. I repeated those instructions. This is an incredibly short taxi. The safety video alone is over 2 minutes. The pre-takeoff duties of the first officer; me; require uploading and confirming takeoff data; getting new runway data with the new weights; confirming all of this with Captain; loading new data; then running entire checklist as well as notifying crew to prepare for takeoff. That notification cannot take place until the safety video is finished. And that video is over 2 minutes long. While all of this was going on; ground informed us we should be on tower frequency. I switched to tower frequency and was immediately berated by tower controller for blocking traffic and not being ready for takeoff. There was an aircraft in front of us who wasn't ready for takeoff either. This aircraft had been told to taxi across the runway and hold short on east side.This type of communication should never take place from an ATC facility. There were all of 2 jets waiting for takeoff and neither jet was ready. The last thing a pilot needs at this critical point is a verbal berating from a tower controller about being ready for takeoff. I have enough experience to realize the immediate threat the tower controller just introduced to the extremely busy and critical point of preparation for takeoff. A new pilot may not. There is little more important than the proper running and preparation for takeoff. On a clear day; it is busy with such a short taxi. Add in any weather and the workload doubles. The requirements of the pilots is extremely great at this particular point. Pilots do not need the additional stress added from a tower controller who thinks it is his job to berate crews for not being ready for takeoff when he is ready to clear them for takeoff.




Synopsis: B737 First Officer reported they were given a short taxi route to the runway which they were not able to comply with do to pre-takeoff tasks.  The flight crew was told by the Tower Controller they were blocking traffic by not being ready for takeoff.
Date: 201409
Local time of day: 0001-0600
Location: CRP.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground CRP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: After landing in CRP on Runway 18; we proceeded to taxi to the Gate via taxiways A and L. Upon entering the ramp area we immediately noticed the extreme brightness of the ramp lighting. The brightness made it very difficult to see much other than the lights and the glare caused by them. We had a very tough time orienting ourselves on ramp because could not distinguish any markings such as taxi lines until we were almost directly over the lines. The distance we were able to see surface markings was a fraction of the typical distance needed. The Marshaller was tough to see and the lights made the parking process very difficult. I cannot overstate this: these were absolutely the brightest ramp lights I have ever seen. They were of a white halogen light of a very high lumen output. They were on multiple poles space at regular interval along the terminal and edge of the ramp. Each pole was at a relatively low height; only slightly taller than the two story terminal building. Every light pole had approximately four individual lights; with each light aimed at a different angle. The combination of the spacing and height; along with the varied angles of the individual lights made it nearly impossible to look outside and not look directly into at least one blinding light. If this light system is designed to assist the Pilots in navigating to the gate; it is an epic failure since it actually makes it extremely difficult to see anything other than the lights. I would have to rate this as the worst designed light system I have ever seen. In fact it would have been easier to see if there was no light system in place at all. A possible suggestion to correct this hazard would be to put the lights on higher poles so the light would shine down instead of directly at the oncoming traffic.




Synopsis: A Captain taxiing into the CRP air carrier terminal ramp on Taxiway L was blinded and disoriented by extremely high luminosity white lights. The Captain was unable to distinguish ramp markings and had difficulty following his Marshaller.
Date: 202009
Local time of day: 0601-1200
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X; Passenger X who was with her husband stated she was unable to wear her mask due to a medical condition and provided a letter. I explained that she was supposed to inform the gate agent.  She stated; 'The gate agent was rushing us through.'  My major concern was she wore her mask as she entered the plane the forward Flight Attendant later informed me and kept it on up until we were in flight. I politely asked her to cover her nose with the mask and that's when she handed me the letter.In any event I know we have a procedure that passengers go through with medical and we should be notified on our departure report; nevertheless; I never want to be put in a situation like this again and my concerns are how to handle a situation like this in the near future.  I was scared to insist she put her mask on because her letter never disclosed her illness and I didn't know whether her illness/es were a matter of life or death if she was to wear her mask. My other concerns are the risk she could have put my passengers and crew in.Customer did not go through proper channels to clear medical.




Synopsis: Flight Attendant reported a passenger did not go through proper channels to clear medical in regards to not having to wear a face mask.
Date: 201202
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Jobcard Review
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Several jobcards have a note on page one stating 'ALL PART NUMBERS (P/N) LISTED ARE TYPICAL PART NUMBERS (P/N'S) AND MAY NOT BE CURRENT. REFERENCE THE ILLUSTRATED PARTS CATALOG (IPC) FOR CURRENT PART'. I feel that this statement is a disclaimer by the [Powerplant] Engineering Department to relieve themselves of their responsibility; as stated in the General Manual (G/M) 12-20-10 to maintain the accuracy of the Job Instruction Card (JIC).




Synopsis: A Turbine Shop Mechanic reports several jobcards have disclaimers that he feels relieves the responsibility to maintain accurate jobcards.
Date: 202002
Local time of day: 0601-1200
Location: HOU.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Fractional
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors
Primary problem: Ambiguous

Narrative: On the WAPPL4 arrival; we were told to stay at FL290 because of traffic below us; approximately at WAPPL we were told to descend via the WAPPL4; we began our descent and were fairly quickly told to descend via the WAPPL4 except maintain 7;000 at 'HUDZY.' It was a steep descent at that point but we were able to accomplish it. As we leveled at 7;000 at HUDZY we were told that we were supposed to descend via the WAPPL4; 7;000 at 'BUGZY.'HUDZY and BUGZY are too similar sounding and may need to be changed. Since we were significantly high at WAPPL due to traffic; would have been helpful to be given a simple clear altitude restriction for the next fix; like cross WLMOR at FL210 or HUDZY at FL180. It is difficult to configure the airplane for a descend via when you begin too high; then since everything was out of wack we did not think to question the altitude restriction of 7;000 at HUDZY. We should have questioned that restriction since it created a very steep descent rate.




Synopsis: Small Transport Captain reported similar sounding waypoint/intersection names HUDZY and BUGZY contributed to a track deviation.
Date: 201907
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft status CCS RDC 8 AFT EE BAY - CCS Remote Data Concentrator 8 failed. Noted IRU L drift delta value increasing to 4.2. Initiated Unreliable Nav checklist and began Post Position plotting. Plot confirmed we were on course with LNAV/Vnav active modes; ANP 0.03 GPS updating. ATC requested us to confirm back on route. Earlier; other crew pair requested and received left 40nm weather deviation at [time] and reported back on route at [51 minutes later].Confirm Assigned Route.NFFF ATC message: ADS indicates that you're approx. 40 miles right of route. We confirmed ON Route cross track error 0.0 GPS updating with ANP 0.03. NFFF ATC message: ADS still showing deviation slightly right of route. (We still showed on course with ANP 0.03.) EICAS: Elec Gen Off R2 followed by Pack R alerts. Also had Heat Pitot C and No Land 3 EICAS which cleared up with Gen and Pack resolutions. (Heat Pitot C remained as a Status message). Noted HDG HOLD roll mode with power interruption; Returned to LNAV.Completed both checklists restoring Gen with R2 Gen CTRL reset per the non-normal and Pack restored using Air Condition Reset per the non-normal checklist. Flight attendants informed/briefed about air and electric issues and normal systems restored. Consulted [Maintenance Control] through Dispatch and talked to 787 Fleet Management via SAT phone.IRU L continued to show drift up to 4.9nm and IRU R had no values. GPS was updating and ANP remained 0.03. Confirmed with Brisbane ADS B position showed us on route. Suspect ADS data earlier was erroneous due to non-normals experienced. ANP with the GPS updating never exceeded 0.03 and we remained on magenta line in LNAV/Vnav.Excellent crew CRM!




Synopsis: Boeing Pilot reported navigational problems.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; 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: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Right engine failed during climb out passing approximately FL330; about 10 to 15 mins after takeoff.  Failure appeared to be due to loss of oil pressure (0 oil pressure indication; RT ENG LP PUMP status message).  We immediately [advised ATC]. The flight was FO's leg and so we decided to have him continue flying while I handle checklists and coordination. We decided to turn around and start heading in the direction of ZZZ; the field we just departed from; one of the closest airports in point of time.  We secured the right engine; per the engine failure checklist.  We decided not to try restarting the engine because of no oil pressure.   We finished up checklists and coordinated with ATC and dispatch for a return to ZZZ for an otherwise uneventful single engine ILS landing in ZZZ.


Second narrative: Climbing through FL325; the autopilot kicked off and the airplane began yawing right. We saw that the #2 engine had failed; oil pressure was zero. I righted the aircraft and began a descent to FL200 while the Captain [advised ATC] and began the Engine Failure Checklist. We determined a relight was not warranted and secured the right engine. We accepted vectors from ZZZ Center and I began the process of diverting to ZZZ. We accomplished an uneventful single engine approach and landing to [Runway] XXR. The brakes were heating a little by the time we reached the gate; and we were only about 5 minutes after touchdown; so I requested that ramp chock the wheels and otherwise remain clear. Brake temps settled at 4.


Synopsis: B757 flight crew reported to the departure airport after the #2 engine failed during climb out.