elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Location: UHMM.ARTCC, FO
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Company Policy
Primary problem: Chart Or Publication

Narrative: Dispatch put us on route G913 from Rutin in Russia. The route involves course definition in true or magnetic numbers since part of the flight is oceanic in the Arctic Ocean with defined true courses. Dispatch put us on a route for which we have no enroute chart indicating the course G913 to exist and no way to audit the flight plan and FMC alleged courses vs the onboard paper charts required for navigation. Eurasia HL Chart 11-12; Effective XA Apr XB is current per the Jeppesen web site; no G913 from Rutin is published on this chart. No Jeppesen Chart Change Notices published reference this issue in the current Jepp Change Notice dated XC July XB. No Jeppesen Production Notices and Alerts published reference this issue. Aircraft are being filed on routes in hostile Russian airspace with no charts in the nav bag to audit courses. Coupled with 20-year old magnetic variation data errors the airline refuses to update in the steering IRS. The situation puts us in potential harm when entering and flying routes in a country that shoots down airliners. A poor dispatch flight plan for use in hostile territories.




Synopsis: B747 Captain notes that certain foreign airspace charts are using out-of-date magnetic variation data.
Date: 201307
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Taxi
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Enroute at FL380; we experienced a gradual failure of the right IRS/IRU while the First Officer was the pilot flying. Initially; we observed the aircraft begin to deviate to left heading with rapidly increasing left crosswind at 180/200+ knots and increasing. Next; we observed autopilot trying to correct and aircraft was deviating south of course. At this point; we began crosscheck with other instruments and communicated to each other what we observed. As we were trying to determine who had good data; the right IRS Fault light illuminated; and I took command of the aircraft; as the First Officer's CDU lost attitude and altitude data. I was suddenly hand flying at FL380 as First Officer pulled QRH to begin checklist. We were in clear air and I stabilized heading and altitude while we communicated with ATC that we needed a heading. I was hand flying at FL380 for first time; probably ever; in my career. It's a real different experience than hand flying below 10;000 feet.As I tried to follow with back up the First Officer as he read and executed the QRH; I unintentionally allowed the aircraft to climb to 38;320 feet; momentarily; before correcting back to FL380. CLE Center asked us our altitude and we acknowledged that we had briefly been at 38;300 feet; but had corrected to FL380. We told them we were having to hand fly the aircraft and had a systems malfunction we were trying to diagnose and to stand by. Once we completed QRH; we told them we could not use autopilot and would have to leave RVSM airspace; which we did. Later; after communication with Dispatch; we diverted flight for maintenance and fuel.




Synopsis: A B737-700 flight crew; level at FL380; experienced a malfunctioning IRS causing the First Officer to lose altitude and attitude data. When the Captain assumed control with the autopilot off a modest altitude deviation occurred in part due to lack of experience with hand flying at altitude.
Date: 201604
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction
Second reporter function: Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were cleared for ILS approach and given frequency to contact Tower. Was distracted by large amount of rime ice accumulation after passing through moderate icing conditions. Talked about increasing Vref for ice and other considerations. Did not switch to Tower and landed without clearance while still on Approach frequency. Contacted Tower after rollout. Normal taxi to gate.


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


Synopsis: Air carrier flight crew landed without clearance from Tower. Crew reported being distracted by moderate icing conditions on final.
Date: 201309
Local time of day: 0601-1200
Location: N90.TRACON, NY
Flight conditions: IMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: We were handed off to New York Approach and they began vectoring us to the ILS Runway 4R into EWR. After several vectors we were less than 10 miles from the localizer of Runway 4R; 90 degrees from the localizer inbound heading (130 degree heading); and traveling at 220 KTS assigned. Approach at this point gave us a frequency change to 128.80. After switching; we heard the aircraft ahead of us attempting to contact the same frequency with no luck. We also attempted to make contact with the Approach with no success. We returned to our last frequency and heard the first aircraft inform ATC that there was no reply. Approach gave him instructions and continued to give other aircraft instructions without taking a breath. We attempted several times to inform him that we were unable to contact the new frequency; but the channel was very congested and we were 'stepped on' every time. By this point we were well past the localizer and still on our 130 heading. I began slowing so that we would not get to much farther out and interfere with LGA or JFK traffic. When he finally did understand that we were back with him; he issued us a heading to intercept the localizer from the now east side; and told us to fly at 230 KTS. He then gave us another frequency for the next approach control of 125.50. We contacted them; intercepted the LOC; and concluded the flight uneventfully. The choice by ATC to change our frequency so close to the localizer; traveling at a speed that put us through it with a quickness; without instructions that included we should intercept the localizer was not a good one. We could have easily strayed into the flow of traffic for another large airport. I was about 10 seconds from turning towards EWR without clearance and squawking 7600; which would have required a whole other bunch of paperwork; and no one wants that.




Synopsis: An air carrier inbound to EWR ILS 4R lost contact with ATC and flew through the LOC; eventually re-establishing contact with ATC; a high and fast vector by ATC only added to the LOC transition.
Date: 201910
Local time of day: 1801-2400
Flight conditions: VMC
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Logbook Entry; Aircraft; Procedure
Primary problem: Logbook Entry

Narrative: Arrived at the aircraft and performed preflight duties routinely. Captain noted there were two new tires on the aircraft - Captain also showed me all four applicable logbook signatures and pages. Approximately 30 after takeoff; the Captain looked at the log book again and noted a discrepancy. The page for our current flight; was normal; to include Airworthiness Release. The previous page detailed the two tire changes. One entry showed the following discrepancy. Discrepancy: Main Landing Gear Tire 9; worn beyond limits. Corrective Action: Remove and Replace Tire 10. The tire described as worn was not the one documented as replaced. We missed this discrepancy in the entries for previous flight.




Synopsis: Pilot reported a missing logbook entry was discovered after takeoff.
Date: 201601
Local time of day: 1201-1800
Location: PDX.Airport, OR
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: Climb
Airspace: Class E ZSE
ATC / advisory: TRACON P80
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Chart Or Publication
Primary problem: Human Factors

Narrative: On the climbout on the SID; Center cleared us direct JOGEN when able. I had been deviating around weather at the time. The First Officer was very new and was having problems understanding the clearance; so I read it back to Center as I entered what I thought was JOGEN on line one on the LEGS page of the CDU. Without realizing it I actually entered the fix after JOGEN and selected to line one and executed. This fix's name; (though I don't remember it now) also starts with J and is very close to JOGEN. In fact there are several points on that SID that start with J. After about five minutes; Center asked us where we were going direct to. I admitted to him I had entered the wrong fix and we would now proceed direct JOGEN. All he said was 'Roger.'


Second narrative: On climbout; ATC gave us direct to JOGEN while climbing through 10;000 feet. Captain had to maneuver to avoid weather for approximately one minute. After maneuvering for weather; the Captain accidentally selected JUNEJ instead of JOGEN in the FMC (due to similar spelling). After ATC queried; we realized the error and selected the correct waypoint.


Synopsis: B737 flight crew reported of confusing intersection names. Captain accidently entered the wrong fix into the CDU and the aircraft was off course.  ATC questioned the crew and they corrected the intersection.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Communication Breakdown; Situational Awareness
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
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: ILS approach into ZZZ. I briefed the approach with course and frequency and confirmed the points in the FMS. Vectors to final were activated and I missed the course was not set on the inbound and I think when I briefed the frequency I was reading the frequency from NAV 2. We turned inbound and not seeing the errors I told the PNF that he had control; but this time we were well above the GS. We notified ATC that we were going to go missed and were given new instructions. After the missed; I reset the inbound course and reset the frequency. I then told the PNF that I had control and the next approach was done to a safe landing.I haven't flown in several months and the other pilot was his second flight in this type aircraft. I believe was a contributing factor on this approach.


Second narrative: While being vectored to the ILS for Runway XX; the crew noticed that the localizer failed to auto-tune when the approach was armed. When it was determined that the course was not going to be captured the pilot transferred the auto pilot to the pilot monitoring side where the localizer did tune correctly. However; by this time the aircraft had flown through the course. The autopilot attempted to capture the course; but completed one or two 'S' turns. The crew agreed that the approach was not stabilized and we indicated to ATC that we intended to go-around and try the approach again. We were given vectors and an altitude and were cleared for the approach again. The following approach to landing was completed without issue.  Crew should have been more vigilant to ensure that the correct NAV frequency was tuned and the decision to transfer the coupled side autopilot could have been made earlier.


Synopsis: Corporate flight crew reported an unstabilized approach resulting in a missed approach/go-around.
Date: 201511
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: As Captain of the flight I accept responsibility for these issues and wish to bring some of them to light. I back up my flight attendants fully. There are some items that the [company] must share with [our flight attendants]. I have witnessed a vast number of new hires. I appreciate our flight attendants and am not pointing fingers; but we need to discuss some things.First; when the pilots need food; coffee; and restroom breaks; they are needed then; not in 2 hours or more.We were in cruise; 1 hour out; briefed the arrival and completed the checklist. This was day 5 of 6 for me and I was tired; so I drank 2 cups of coffee prior to TOD. I asked for a restroom break well prior to TOD; and got it just prior to TOD; because the flight attendants were busy. I left quickly and when I was gone my experienced FO started down. I returned to the cockpit and we were going high at SLT. I announced this and he clicked the AP off and manually flew down to FL180. We crossed 400 feet high and nothing was said by ATC. We landed uneventfully.Problems encountered: VNAV has been very slow lately and I tell my FOs to put a fix 3 miles prior to the crossing altitude so we don't get ALTCAP and bust the altitude. This usually works. I don't understand why the VNAVs are acting up like this? We wrote up the VNAV. I've flown this airplane for [many] years and this is bugging me. Can you shed some light on this? Please; make a bulletin and share this with [flight attendants]? I will not leave the flight deck with an inexperienced FO; at TOD.




Synopsis: B757 Captain reported failure to meet a crossing restriction; with a last minute restroom break cited as contributing.
Date: 201201
Local time of day: 1801-2400
Location: SBBS.ARTCC, FO
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center SBBS
Aircraft component: AC Generator/Alternator
Component problem: Failed; Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface; Troubleshooting
Second reporter function: Relief Pilot; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: About 30 minutes after takeoff we got a Right Generator Warning with R GEN CONT light. The Captain ordered that I continue flying and talk to ATC and then started the APU and took the QRH. He read the name of the checklist and about that time; when the APU took over the associated bus; we had an auto pilot disconnect. I switched to hand flying and connected to another autopilot. After that distraction--which caused the Captain to look up and then go back to the QRH--he went to the other checklist on that page--the one for generator drive disconnect--and started doing the items from that list. The moment he disconnected the generator drive he realized the mistake; but the generator was already disconnected. We continued with one [engine driven] generator and [the APU generator]. Our destination weather was clear. [We] landed with 13;600 LBS of fuel. The R GEN light was on all the time until it was disconnected; so we definitely had a generator problem.There is one very important lesson to learn from this experience: ALWAYS match the EICAS annunciation with the title of the checklist in the QRH to avoid unnecessary mistakes like this one.


Second narrative: [No substantive additional information was provided in the secondary narrative.]


Synopsis: Following accessing the appropriate QRH in response to an EICAS R GEN warning and an illuminated R GEN CONT light; the Captain of a B767-300ER was distracted by a momentary autopilot disconnect and then performed the wrong QRH procedure found on the same page; the generator disconnect checklist. After realizing the error they elected to continue to destination operating with the left engine driven generator and the APU generator.
Date: 201902
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
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: We were cleared to climb to FL410; around FL360 we got a VNAV disconnect. The Captain was flying and tried to reconnect the VNAV; it would not work. The Captain tried other vertical guidance (Level Change; VSI) and they would not work. He switched it to Autopilot B to see if that would work; and it did not. Soon after that the autopilot disconnected and would not stay engaged. I asked ATC to level at FL370 and they gave us FL390. When we both realized that both autopilots were down we notified ATC that we need to get out of RVSM (Reduced Vertical Separation Minimum) airspace. ATC gave us FL270. On the descent the Captain asked me to take the flight controls and fly the aircraft.We were trying to decided what QRH to run; but couldn't find one that covered what we were experiencing. We also noted that we didn't have any true airspeed readout on the MFD (Multi-function Flight Display) or any air data on the Engine DU (Display Unit). Also the digital engine read outs were blank as well. We did have lateral guidance with the flight directors as long as it was in LNAV; but in heading select it was just raw data. The Captain then asked ATC for a block of FL270 to FL250; so I leveled off at FL260 to give me a buffer. He was contacting Dispatch to see what type of game plan to come up with. We looked at diverting to [a nearby alternate]; but it was snowing and low ceilings. We didn't want to try to shoot an approach with just raw data if we didn't have to. We decided the best action was to continue to [original destination] because it was VFR.We did notify ATC that we could follow the RNAV arrival; but couldn't descend VIA. ATC eventually gave us radar vectors and we intercepted the LOC to [the] runway. It was visual and we could see the runway and we also did have our flight directors when we armed the approach mode. We landed without further incident. On the ground the Captain was talking to Maintenance Control and they asked him to check a code on the IRS (Inertia Reference System) box. He said it looked like there was a failed sensor with the code we gave him. We queried about what QRH we should have run and he said there wasn't one.I do think there should be some QRH or abnormal checklist for us as a crew to troubleshoot this so we know what we are dealing with.




Synopsis: B737-700 flight crew reported multiple autoflight system anomalies related to a failed sensor in the IRS.