elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
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
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight was the first leg of a three day pairing. It was my first trip back at work after being off for two months. I briefed the First Officer to this fact; and told him to watch me. We would take our time. He told me he was just off OE and not flown much after that. the weather was VFR in ZZZ but we briefed just like we would for an instrument approach; Arrival; Approach Plate; terrain issues and single engine go arounds. I also briefed that Runway XXR was closed so we planned on a visual approach backed up by the RNAV (GPS) XXL. Approach cleared us for the visual approach when we were abeam the airport and I called for flaps 1 on speed. As we slowed to Vfe Next; and the trend arrow showed we were slowing I called for flaps 2. The First Officer called 'Check Speed'; because we were still a little above Vfe Next. I referenced my airspeed and saw we were slowing and thought I would be on speed by the time I called Flaps 2 and he selected flaps 2. I called for flaps 2 and he selected flaps 2; I saw the red overspeed tape start to drop down and immediately called for flaps 1 which the First Officer did. I thought we had caught it but we got the flap overspeed warning for about 1 to two seconds; the airspeed was between 200 to 205 kts. I then slowed the aircraft and configured for landing on speed. After landing we taxied to the gate; and after shutdown I debriefed what had happened. I called Dispatch/Maintenance and made an entry into the AML. Maintenance called out Contract Maintenance and an aircraft inspection was done and cleared.My not having flown in a while. Pairing up a Captain that just returned from a leave of absence with a pilot fresh off OE.




Synopsis: Air carrier Captain reported a speed deviation and flap overspeed on final.
Date: 202112
Local time of day: 1801-2400
Location: ORD.Airport, IL
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Troubleshooting; Confusion; Communication Breakdown; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; 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: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I was working Local on east flow departing Runway 10L.  I cleared Aircraft X for takeoff with a right turn heading 110.  Aircraft X read back turn left heading 110 cleared for takeoff.  I told him; negative a right turn; Right turn heading 110 Runway 10L cleared for takeoff.  Aircraft X departs and as I look up; he is turning to the left.  I tell him turn right heading 110 but there is no answer.  I called to East departures and ask if they are talking to Aircraft X and they were. Aircraft X changed before he was instructed to.  Thankfully there was no one departing off 9R that was affected.There needs to be some sort of procedure change in departures on east flow.  I also believe since we just opened a new runway this will become a problem on west flow also.  It is a known problem with planes turning the wrong way and this is the second time in the last couple of months that I have been a part of.  I am on a CWG (Controller Work Group) that is supposed to figure out ways to mitigate this however this group is never given time to meet. The other Controller in the group has filed multiple reports stating we cannot get time to meet.  Again; this is a known problem and no one is doing anything about it.


Second narrative: Went to departure frequency mistakenly on someone else's call sign and thereby missed tower's call to turn to a heading.Suggestions - Listening closer to call signs and not be so quick on the radio.


Synopsis: ORD Tower Controller and a flight crew reported the crew departed from a recently constructed runway; turned the wrong direction and contacted the wrong Departure Controller. The reporter states this is a recurring issue.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large UAS; Fixed Wing
Operator: Military
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Helicopter
Reporter organization: Military
Reporter function: Remote PIC (UAS); Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Time Pressure
Anomaly: Conflict NMAC
Detector: Person Visual Observer (UAS)
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: During takeoff at ZZZ we were conducting a training flight using a [large] unmanned aircraft under a [military] COA (Certificate Of Authority).  Immediately after takeoff on upwind runway XX our [Visual Observer]; notified us to immediately level off due to a potential collision with a Helicopter. The Helicopter flew directly over our departure end of runway at approx. 300 feet narrowly missing us on upwind by approx. 100 feet.




Synopsis: UAS flight crew operating at an uncontrolled airport had a near miss with a helicopter.
Date: 202104
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Icing; 1
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Climb; Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Troubleshooting; Workload; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Weather; Aircraft
Primary problem: Human Factors

Narrative: IFR cross country coming up V1 at 5;000 feet. Started icing up. Lost some altitude. Requested 3;000 feet. [Local] approach gave me 4;000 ft. Ice melted. Northeast of ZZZ started icing up again lost altimeter; airspeed; vertical speed; comm 1; and all navigation equipment. Used a spare cockpit altimeter to restore the altitude. ATC let us go down to 3;000 feet. Direct to ZZZ1. Ice melted so altimeter; airspeed; and vertical speed restored. Still no comm 1 and no navaids. Used the comm 2 and my Foreflight pro to shoot an ILS into ZZZ1 where it was raining at the time.




Synopsis: PA-28 Single Pilot reported encountering inflight icing resulting in altitude loss as well as loss of Comm 1 and Nav 1. Reporter requested ATC routing assistance and completed effective trouble shooting to execute an uneventful landing at destination.
Date: 202202
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: PC-12
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; 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; Procedure; Human Factors; Chart Or Publication
Primary problem: Airspace Structure

Narrative: This report is being filed outside of the 24 hour window due to time not being provided by management to file due to staffing. Aircraft X was released off ZZZ on a 170 heading climbing to 2000 ft. per the Letter of Agreement. Aircraft X was radar identified and upon reaching the Minimum Vector Altitude of 2000 ft. was issued a turn to heading 070. Once the turn was observed an altitude of 5000 ft. was assigned. Aircraft X entered a 025 Minimum Vector Altitude at 022. The low altitude alert did not go off; a low altitude safety alert was issued in conjunction with an expedited climb through 3000 ft. The Minimum Vector Altitude map was displayed prior to Aircraft X departure. This Minimum Vector Altitude violation occurred due to the Minimum Vector Altitude south of ZZZ1 being raised by 400 ft. and a climb above the Minimum Vector Altitude cannot be issued due to proximity to the ZZZ2 final. The aircraft did not perform as expected for its type.




Synopsis: A TRACON Controller reported while vectoring a departing climbing aircraft it flew below the Minimum Vectoring Altitude.
Date: 201201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach; General Declared Emergency; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On approach and selecting flaps from 1 to 5; EICAS message 'LE Flap Disagree' appeared. The Captain broke off the approach; declared an emergency; and we ran the QRH procedure. Upon completion of the checklist we maneuvered under radar vectors for a flaps 20 landing. Landed and cleared the runway and had the ARFF clear the gear/flaps area before continuing to the gate. Became aware today that this may be a NTSB reportable event and therefore the CVR circuit breaker should have pulled.


Second narrative: Upon later discussion it was determined that we should have pulled the circuit breaker for the data recorder and notified maintenance since the landing was a flight control anomaly. The event involved the Captain; First Officer and Relief Pilot (myself). The failure to pull the circuit breaker was the deviation causing this report to be submitted.


Synopsis: B767 flight crew experienced a LE Flap Disagree EICAS message when the flap lever was moved from 1 to 5 during approach. A go around initiated and the QRH consulted prior to returning for a flaps 20 landing.
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ; 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: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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; Procedure
Primary problem: Human Factors

Narrative: While on the localizer course to XXL into ZZZ; the FO; acting as PF; placed the aircraft into heading mode and green needles approximately 35 NM from ZZZ to have the aircraft track the localizer to the runway. However; before arming the LOC mode on the aircraft FCP; the FO failed to realize that the selected course for the localizer NAVAID was set to approximately 347 degrees; instead of the appropriate 273 degree inbound course. When the aircraft began to turn to the north; the CA; acting as PM; commanded the FO to disengage the autopilot and hand fly the aircraft back on to the localizer; which the FO promptly did. ATC instructed that a 250 heading be flown to re-intercept. The FO then continued the remainder of the approach without incident.This event can be attributed to a simple lack of proficiency on the part of the First Officer. The FO explained that he had been on prolonged time off; and had not flown the aircraft for approximately three months. This trip was assigned to prevent his takeoff and landing currency from lapsing. Unfortunately; due to the current COVID pandemic crisis; this extended leave period caused the FO's instrument cross-check and automation management skills to decay slightly.In the future; it is suggested that the aircraft not be placed into green needles to intercept localizer NAVAIDs at such a great distance from the runway. The aircrafts automation is likely to be very imprecise and unpredictable and should rather be switched to green needles much closer to the runway. It is also suggested that the FO make a habit of verifying that the correct inbound course is selected on the PFD before commanding the aircraft automation to use green needles. Finally; despite these highly irregular circumstances facing the company and the aviation industry at large; I would recommend that the First Officer try to pick up flying somewhat more often; in order to avoid this sort of skill decay.




Synopsis: Air carrier Captain reported experiencing a track heading deviation due to FO entering the wrong heading on the PFD. Captain and ATC caught the mistake and corrected the heading.
Date: 201604
Local time of day: 1801-2400
Location: SAN.Airport, CA
Light: Night
Aircraft: Widebody; Low Wing; 4 Turbojet Eng
Operator: Air Carrier
Operating under: Part 129
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SAN
ATC / advisory: TRACON SCT; Tower SAN
Reporter organization: Personal
Reporter function: Observer
Human factors: Confusion; Troubleshooting
Anomaly: Deviation - Track / Heading All Types
Detector: Person Observer
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I'm just a citizen of San Diego; Point Loma area. I'm trying to find out why this jumbo jet flew a route different than the flight plan that was registered. This is the largest aircraft flying out of SAN. We are on a peninsula; so it is so easy to just go around & respect our community; like was done before. This particular flight was a blatant insult to those of us trying to work without local airport authority & FAA. There were no weather issues. I would really appreciate it if someone could call me and let me know why this happened & what is being done about it.




Synopsis: Concerned San Diego citizen wondered why an aircraft flew an abnormal path over Point Loma.
Date: 201901
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
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: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We had planned and briefed to land on Runway 16L with the ILS approach. When we switched frequency from Center to Approach; Approach Control told us we were landing on Runway 17R via the RNAV (RNP) Z RWY 17R. I switched the approach on the FMC to the RNAV (RNP) Z RWY 17R and my Captain verified it. However; I did not go back to the legs page to verify that all the legs were sequenced correctly. That was my mistake. After passing STAAM intersection we noticed that the aircraft wasn't turning. At that time my Captain had me disengage the autopilot and I began to turn towards the course. At the same time ATC radioed and queried about our heading. We told them we were in the turn and they asked if we had the airport in sight to which we replied affirmative and ATC cleared us for the visual approach. We continued to the airport and landed.




Synopsis: B737NG First Officer reported a track deviation occurred following a late runway assignment change to the DEN RNAV (RNP) Z RWY 17.
Date: 201202
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Skylark 175
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ; Special Use ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Confusion; Time Pressure
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Declared Emergency
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: [I] left on a three and a half hour flight. The plane has 46 gallons of usable fuel on board. I visually checked it before leaving. Plane uses 10 gallons an hour at 24-24 RPM. I was on the approach to my destination. I listened to their weather no less than 4 times. The wind was ranging from 17-23 gusting 23-27 ranging from 270-310. On my final approach the wind was gusting directly across runway; too much for my 175 tail dragger to set down safely. I gave it the power to go to another airport. I took a right turn leveled out at about 300 FT; the engine stopped. I turned the boost pump on; engine started again; figured for some reason I must be out of fuel so immediately I switched frequency to a nearby military Tower as runway was off to my right by about 2 miles. After calling about 4-6 times Tower answered and I declared an emergency. They told me the airport was closed. I told them I had to land anyway. I then went through 5 hours of search and interrogation; and then got fuel. They then opened the airport so I could leave for my destination 26 miles to the north. (They were great.) I am investigating as to why I used so much fuel. I should have had at least 45 minutes left even after I landed at the military airport. I have no regrets that I landed at this military base. I believe I made the right decision. This experience has certainly made me aware that the unthinkable can happen. I just feel very fortunate that the base was so close. On the remainder of the trip I used a consistent 10 gallons an hour. I know fuel expands when hot. The temperature at my original departure airport was in the 70's. By the time I got to the first airport after flying at 5;000 FT the temp dropped to the high 30's. I am sure I would not have lost 10 gallons because of temperature change.




Synopsis: A C175 departed with more than enough fuel for a 3 and a half hour flight but the engine quit because of fuel starvation while executing a windshear go around so the pilot diverted to a military field with the boost pumps ON.