elihoole/asrs-aviation-reports huggingface dataset:
Date: 201703
Local time of day: 1201-1800
Location: FWS.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 6
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D FWS
ATC / advisory: Tower FWS
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: Another light plane took off ahead of me on runway 17R. I was holding short of the runway. The tower controller then asked me what direction I wished to depart. I answered that I wanted to depart to the west. The controller then told me; 'cleared for takeoff; right turn approved.' I repeated his instruction verbatim. I entered the runway and took off. After I gained 400 feet of altitude; I made a right turn to the west. Several seconds later; the controller said 'traffic on downwind.' At that time I saw another aircraft to my left; about one-eighth of a mile away; about 50 feet above me; and on a collision course with me. The other pilot had already begun to take evasive action; so I did not need to take evasive action. The controller became irate at me and said that I should have known that the other aircraft was on right closed traffic and that I should have known to avoid him. I responded calmly that I thought the controller had given me a right turnout.The aircraft with which I had the near miss was the aircraft that took off just before I did. The controller did not inform me that this aircraft was on right closed traffic until after the near miss had occurred.I believe that the controller should have told me to extend my upwind leg and not to turn to the west until I received further instruction or had the other aircraft in sight; or he could have simply said 'Cleared for takeoff; I'll call your turn.'




Synopsis: Experimental aircraft pilot reported being cleared for takeoff and right turn approved behind another departing aircraft. A right turn is initiated at 400 feet AGL and resulted in a conflict with the previous departure which had remained in the pattern.
Date: 201601
Local time of day: 0601-1200
Location: FFZ.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Eclipse 500
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D FFZ
ATC / advisory: TRACON P50
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Was given the Sacat 1 Departure off of FFZ using runway 22L; approximately 1000 ft AGL got several CAS warnings; uncommanded trim; landing gear aural warning; and air data computer fail; the programmed route and navigation was unreliable also. I did not want to inadvertently fly into Sky Harbor's approach paths and airspace and was assessing the situation for a possible return to the airport of departure. I made a left turn back towards the airport of departure and advised the controller that I was having some issues and requested a heading. The controller gave me direct to Mrbil and to climb to 5000 ft which I was able to program into the FMS and I was also able to resolve the uncommanded trim problem. I was in VFR conditions at the time of the deviation and was aware of the terrain and other traffic.




Synopsis: EA50 pilot reported deviating from his cleared track departing FFZ when he experienced FMS issues.
Date: 201912
Location: MMUN.Airport, FO
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower MMUN
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: We were cleared to 'climb via the SID' on the UDGUV1A departure but were unable to find an altitude listed on the SID. We questioned clearance about this and were told to climb via the SID. Later; we questioned Tower and were told climb via the SID. We again questioned Departure what altitude we were supposed to be climbing to and were told to climb via the SID. There is no altitude given on the SID.




Synopsis: Captain reported receiving instructions from ATC to climb via a SID while on the UDGUV1A departure from MMUN; for which the chart did not have published altitudes.
Date: 201810
Local time of day: 1201-1800
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: 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 Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: EICAS message HYDR1 LO QTY popped up. Viewed hydraulics page to monitor fluid quantity and; after consulting QRH; continued toward [destination]. Quantity seemed to be slowly depleting. Hard to tell because the amber portion of the tape is quite small. Took a picture of it to compare. Read and discussed HYDR SYS 1 FAILURE procedure from QRH with First Officer. Sent ACARS messages to Maintenance and Dispatch. Dispatch suggested [an alternate airport] as a diversion airport if needed. After a few minutes [we were] able to positively identify a drop in hydraulic quantity. [We decided to divert to the alternate]. Prepared to land normally but also briefed what we would do if hydraulic system 1 failed. Briefed FA on situation; again; planned a normal landing but prepared to do more. Normal landing. Explained to passengers what we were doing and deplaned. Got some maintenance. Apparently a 'b nut' had come unsecured and backed off; resulting in fluid leakage. Several threats on this one. Bad weather. Last leg. Lots of squinting at a small gauge wondering if I was crazy or if the indicator was in fact slowly moving to the left. Think it went pretty well. Good support from Dispatch; ATC and Ops.




Synopsis: EMB-145XR Captain reported diverting to an alternate airport after experiencing fluid loss in the #1 hydraulic system.
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: AC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; 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 Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: While climbing through 9;000 for 10;000 MSL on our cleared SID we experienced 'Intermittent AC Power Interruptions'. The autopilot tripped off; we had numerous flashing cockpit annunciators; and the AC busses were cycling on and off. It took a few moments to sort out what was happening and to make sure we leveled at 10;000. As I was preparing to advise ATC 'unable RNAV' the controller cleared us 'direct to a fix on the SID'. He then asked us why we had swung wide on our turn. We explained what we were dealing with. This all happened in a very compact time period. The appropriate QRH procedure was complied with. The company should possibly consider hot weather implications for aging Generator Control and Protection Units. Temperature at takeoff was 40 C.


Second narrative: Had to level off at 10;000 due to an inbound traffic conflict. ...did not notice the flight director [had gone] to heading hold which was approximately what the SID course was. ATC told us to fly direct to [a fix on the SID] and asked why we were 3 miles south of course.


Synopsis: An MD-82 flight crew; distracted by malfunctioning AC power; failed to note the Flight Director had defaulted to heading hold resulting in a deviation from their SID track.
Date: 201711
Local time of day: 1801-2400
Location: BOI.TRACON, ID
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Training / Qualification
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Routine Inspection
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Air Traffic Control Separated Traffic
Contributing factors: ATC Equipment / Nav Facility / Buildings; Company Policy; Human Factors; Manuals
Primary problem: Company Policy

Narrative: I came in for duty on my regularly scheduled shift. I called the Supervisor on duty for a position assignment. The Supervisor asked if I had worked the position yet with the radar in the fused mode. I told him that I had not and I was not aware of any changes that might have occurred at that position. He instructed me to grab the read and initial binder; take it with me to the position; and read all of the new changes and separation minima required to work that position while on that position. Apparently; there is a new radar site that allows the facility to have radar coverage in an area we previously did not. In doing so; it changed the way we see the targets and requires us to have different separation minima. The supervisor is notorious for poorly managing a shift rotation and controllers tend to be left on position consistently over two hours. This was the case; again; when I came in for duty. The supervisor was in what appeared to be in a panic-like state; and wanted me on the position so the previous controller did not work too long past two hours. I believe that we consistently work with minimum staffing on [some] nights without overtime being considered. With more people assigned to the shift; the Supervisor on duty will be able to accomplish extra duties like having the controllers read and initial pertinent information. I think an emphasis on communication would greatly enhance this facility. I believe that a new radar site with new separation minima is quite substantial; yet I had no idea this had happened; nor had I known until I signed on and began working this position with the requirement of reading the several page information binder detailing the changes.




Synopsis: A TRACON Controller reported not recieving any instructions or briefing about a new radar site and a significant radar software system upgrade including new separation standards prior to its implementation.
Date: 201901
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X en-route to ZZZ from ZZZZ at FL430. The autopilot and auto throttles were engaged. Suddenly and without warning; the right engine began to experience high vibration and excessive EGT simultaneously a red message blinked momentarily on CAS RT fuel pressure low. I looked up to ensure all pumps were on and they were on; I went to reach for the QRH; when the Pilot Flying and I heard multiple loud bangs; the throttles split and the right throttle moved to full forward. Airplane yawed significantly as if an engine had rolled back or failed; in that moment we were not sure and began to assess the situation. As a precaution; I; the Pilot Not-Flying; engaged both air start ignitions. The pilot flying disconnected the auto throttles and retarded the right throttle manually. The red CAS message extinguished.We [advised ATC] and initiated a descent while diverting to ZZZZ1 as a precautionary measure and landed uneventfully.After the aircraft was parked; the pax were briefed and they were happy to be safely on the ground; however; one pax began to experience a panic attack. Paramedics were called and she was examined on board and was found to be in good health. All pax deplaned on their own and went into the FBO to clear Customs. All other pax reported to be doing very well.




Synopsis: GIV Captain reported sudden multiple right engine malfunctions including high vibrations; excessive EGT; plus other indications; accompanied with aircraft yaw.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B717 (Formerly MD-95)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Aircraft component: APU Pneumatic System & Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
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
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Level at FL260. Midway between ZZZ and ZZZ1 we felt a pressure bump and very soon after the CABIN RATE EAD alert illuminated. While I was running that checklist the CABIN ALTITUDE EAD alert illuminated. We donned our oxygen masks; ran the appropriate emergency checklist and performed an emergency descent per the CABIN RATE emergency checklist. We [Requested Priority Handling]; diverted to ZZZ2; and landed without further incident. Maintenance informed that a section of ducting in the tailcone separated. Maintenance also advised that there was a CPC fault detected in the FMS MAINT review.




Synopsis: B717 Captain reported a CABIN RATE EAD alert related to duct failure led to a diversion to an alternate airport.
Date: 201703
Local time of day: 0601-1200
Location: STS.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Fog; 2
Light: Daylight
Aircraft: Helicopter
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D STS
ATC / advisory: Tower STS
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft
Human factors: Human-Machine Interface; Confusion; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation 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; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Aircraft

Narrative: GPS accuracy issue. I was notified I had appeared in the airspace of STS during IFR/IMC; and was asked to leave which I did promptly.




Synopsis: Helicopter pilot reported mistakenly flying into STS Class D airspace due to a GPS accuracy error.
Date: 202111
Local time of day: 1801-2400
Location: MDW.Airport, IL
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: An aircraft was on a three-mile final for our Runway 31C. Aircraft Y was cleared for takeoff on 31C. Immediately after that; while Aircraft Y was barely moving; we where cleared for takeoff with a heading of 010 degrees that we both heard and confirmed with each other. The heading seemed odd at the time; but we where both distracted by checking to see if Aircraft Y was wheels up yet on 31C. He was not by the time we were in position for takeoff and we delayed a few seconds until he lifted off. Once airborne; the First Officer (FO) turned to 010 heading and I contacted Departure. We did hit prior aircraft's wake turbulence that was an additive. When I contacted Departure; the FO stated my comment panel was still on intercoms. Once I changed over; Departure asked what heading we were assigned. I told him 010; which again felt weird. Departure told us to turn to 110 and we complied.


Second narrative: We were cleared into position 31C with an aircraft on 2.5 to 3 mile final.  Aircraft Y had just taken off; and we were cleared for takeoff with Aircraft Y still on takeoff roll; this surprised us. We were given a heading of 010 as we lined up on runway and exchanged controls.  Shortly after starting the turn; we hit wake off of Aircraft Y close ahead of us. It was a flaps 25 takeoff so we were also busy with cleaning the configuration; turning; leveling off and contacting Departure.  In the turn we contacted Departure.  As we rolled out I realized something was wrong. In my head I heard 010; and 010 was set and confirmed; but mentally I was thinking we were turning to 110 per normal operations.  I was surprised when we reached the heading bug so quickly; and knew something was off.  Departure gave us the 110 heading and we complied.


Synopsis: B737 flight crew reported a track deviation occurred following a misunderstood ATC clearance.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B787-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Distraction; Human-Machine Interface; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Procedure

Narrative: We were flight planned for the [arrival into ZZZ.] This was entered and verified in the FMC prior to pushback. We received our PDC (Pre-Departure Clearance) 30 minutes prior to push and it stated 'DIRECT ZZZ' removing the [arrival name.] This took us several minutes to decipher; since the PDC formatting for route changes is so incredibly difficult to read and understand; especially in the cockpit just prior to push with all the typical distractions going on. The filed route should not be included; just the changes. In fact the only thing a PDC with changes to the routing should be the cleared route; nothing else.The CA (Captain) was thankfully suspicious of what was eventually going to happen on departure; so we did not do a route copy after loading the new route; ensuring the [original arrival] was left in the FMC.Takeoff was uneventful and as suspected we were cleared by Departure direct to ZZZZZ to then the [arrival into ZZZ] as originally filed. So the whole event was an exercise in confusing the flight crew. Well it didn't work; since the CA was ready for ATC. Pilots 1; ATC 0.In all seriousness; the formatting of a PDC changing the routing need to be addressed. Ever since the PDC program first started in the 90s (has it been that long?!) PDCs with a changed routing have included the filed route. Why? Once a clearance change has been made the filed routing is just a distracter with no bearing on the flight anymore. I know this has been the subject of numerous reports.Reformat the PDC.




Synopsis: B787 First Officer reported that PDC clearances are confusing and should be reformatted.