elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Vans Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: Conflict Airborne Conflict
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was on a personal flight. I flew the flight with [TRACON] Flight Following and was transferred to ZZZ Tower about 8 miles west of the airport; where I made initial contact with the tower. When I was about 5-6 miles west; I was given instructions to enter right downwind direct; clear to land; number two behind an RV on 3 mile final. Doing the math; I figured I had about 7 miles to fly including the pattern; and the RV would be on the ground well before me. When I was downwind abeam the runway; I saw a low-wing tail dragger taxiing back parallel to the runway I was clear to land on; and figured it was the RV. Soon after turning final; ZZZ tower told me to go around for landing traffic. I complied immediately but did not see the traffic.After landing; an RV asked the tower for a phone number; and apparently was upset. I copied the number as well and called the tower just to inquire.  The tower told me that the RV pilot said we got close to each other. The tower informed me the RV was extremely low and slow; at 200 ft. AGL a mile out when I was on my base. On the phone; I told the tower that as I final; I did not see other traffic. I asked if there was something I should do to avoid the situation in the future. They said I could ask for an update on any traffic if I am not number one for a runway. The tower operator witnessed it; but didn't elaborate on how close we were; so I figured we were close enough to call go-around; but not that close. I was a little upset with myself that I could get near an aircraft I did not see. I think either the aircraft was screened by the airframe (wing or nose) or the RV was so low; that it blended with the ground. A former instructor of mine was killed in a midair collision in uncontrolled airspace. As an instructor I teach my students to be vigilant for traffic.




Synopsis: A Private Pilot contacted a Tower; given instructions to enter a right downwind; cleared to land; number two. Turning final; the Tower issued Go Around instructions. He was uncertain how he had lost sight of the aircraft he had been instructed to follow.
Date: 202005
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Other no flight intended
Flight phase: Parked
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine warm up on the ground to change oil. No intention of flight and helicopter never became airborne. During engine warmup; helicopter rolled to the left; and blades contacted the ground. One occupant; no injuries.




Synopsis: Pilot/Mechanic reported a ground strike of helicopter blade during engine warmup.
Date: 201511
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Reporter organization: Air Carrier
Reporter function: Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Chart Or Publication

Narrative: Waypoint was missing in the flight plan; 'HESTN'; which was to be inserted between 'ODATE' and IRK. Flight plan check was accomplished by crew and observed by myself. All waypoints were reported as 'checked' by the FO. Check mark was observed in the flight plan next to 'HESTN' as being checked. Became aware of mistake when ATC asked why 'HESTN' was in our flight plan strip and he insinuated that it did not belong there and he would fix our route. We were actually proceeding to IRK. Of note: There are two close waypoints in this flight plan with the same pronunciation. One is 'HSTON' and the other is 'HESTN.' This is causing confusion and believe it contributed to this error.Waypoints with same pronunciation but different spelling in the flight plan that were close together. Needing to pay closer attention and CRM red flagging this situation as a potential got you.[Recommend] renaming same sounding waypoints that are within 150nm of each other.


Second narrative: HESTN waypoint missing in FMS flight plan between ODATE and IRK. There was a HSTON as well 3 points prior. We realized the FMS mistake when ATC questioned why HESTN was in our flight plan.There were two waypoints with same name but slightly different spelling. Double check both waypoints when there are two or more involved with same name.


Synopsis: Air Carrier flight crew reported of confusion over a waypoint that was in their flight plan. ATC had another waypoint that was spelled differently. This caused confusion and being off course.
Date: 201907
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Night
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Second reporter function: Captain
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Once cleared to taxi to Bravo North from [Gate] after push tail south; the Captain turned on the taxi light. There were at least 20-30 vehicles of all types including buses that just drove right next to us on the service road between the gate and taxiway. The Captain turned on all the lights and nobody stopped; looked or bothered to stop and wait for us. We told Ramp Tower we were going to wait as the wing usually swings over the service road during turn out. It would have hit a vehicle if we had done that. It was around 3 minutes we waited for the traffic to stop. It never did; we ended up waiting until there was no more traffic. Ramp Tower said it's a continual problem at the airport and they are supposed to stop once our taxi light is turned on so we can taxi out without hitting a vehicle driving next to us on the road. I've seen this as a continuing problem. There is an utter lack of concern for airplanes at ORD. So we waited until the road cleared. We were single engine taxiing and that could cause a jet blast issue as well.


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


Synopsis: B737 flight crew reported airport ramp traffic does not stop for aircraft pushing back from gate into vehicle roadway causing potential safety hazard.
Date: 201807
Local time of day: 1201-1800
Location: DEN.Airport, CO
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On the arrival into DEN we were issued a revised speed on the arrival of 280 knots or greater until crossing QUIKE at 210 knots. I had briefed the ILS for 16R and continued the arrival. We had been experiencing turbulence for much of the arrival and the Captain stepped off COMM 1 to ask the Flight Attendants to use caution and be seated. During this time we were told to expect the RVAV RNP for 17R. I selected the RNP in the FMS and executed it as we were quickly approaching QUIKE which was the first point on the approach. When the Captain was back on COMM 1 I briefed the change and the approach and we continued the arrival at which time we were cleared for the approach. As we crossed QUIKE the aircraft continued on the arrival instead of joining the RNP. It was at this time both the Captain and I realized the discontinuity in the FMS. I disconnected the autopilot and began the turn; at which time ATC said it looked like we had missed the transition; to fly present heading and expect vectors for the visual approach. We were subsequently cleared for the visual to 17R and landed without further event. I should have slowed down and not allowed ATC to rush me on the arrival and RNP approach beyond my comfort level. Additionally I never should have loaded and executed the approach without thorough verification from the Captain. Had I asked to slow earlier or requested 16R as planned this could have been avoided. Additionally I could have asked for vectors or an extended downwind instead of attempting the approach during a high workload environment.




Synopsis: B737-800 First Officer reported a track deviation occurred on the RNAV RNP approach to 17R in DEN. Reporter stated a late clearance change contributed to the event.
Date: 201405
Local time of day: 0601-1200
Location: SAT.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach
Airspace: Class C SAT
ATC / advisory: TRACON SAT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: Near mid-air with VFR traffic while vectoring for Runway 4 visual approach. First noticed traffic when he was on 10-mile final for Runway 4 and 800 FT below us. We were abeam airfield.  I initially thought we were following him for landing. Approach gave us descent from 5;000 to 2;500 FT. We started down without delay. Approach called out traffic to follow abeam us at 1;800 FT short final; he was no factor. Approach called out VFR traffic 11 or 12 o'clock and gave us a turn to final. I was confused because it seemed we were descending and turning into traffic per TCAS display. Traffic went from 400 FT below to co-altitude during descending turn. We got 1;500 FT VVI descending RA. On TCAS display; we were co-altitude and co-airspace. It all happened very fast. We never had visual. I think we were close to a mid-air. There was very little traffic in area. After we notified Approach of RA; they claimed traffic was 'primary target' with no altitude readout; but he was climbing. We had altitude read out on him the whole time and RA indicates transponders were communicating. I'm not sure what we could have done. We didn't realize a conflict existed until too late because we thought traffic was IFR. I didn't know what Approach was planning until they turned us and conflict was upon us.




Synopsis: B737 Captain experiences a TCAS RA while being vectored for a visual approach. ATC called the traffic but claimed no altitude information was available. TCAS saw the traffic with altitude and provided the correct escape maneuver.
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ZZZ
Aircraft component: Fuel Selector
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Taking off I kicked [the] fuel selector off [and the] engine quit; restarted engine as plane touched down. Runway too short to stop so I continued the take off.




Synopsis: Fuel selector switched off during take off then rapidly corrected. Engine quit momentarily then take off continued.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Small Aircraft
Operator: Other unknown
Operating under: Other unknown
Flight plan: IFR
Mission: Other unknown
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Government
Reporter function: Enroute; Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: I was working the CIC position in Are a X when the controller on Sector XY told me that Aircraft X reported seeing a drone above him about 3;000 to 4;000 feet above him. Aircraft X was at FL240 orbiting over our wild fire TFR'S. No further information was received about type. Since this drone could potentially been at FL280 the controller quick looked sector YY/ZZ to see if there were other aircraft in the area before calling the high altitude sector. He did notice a air carrier aircraft about FL340 about 20 miles north of Aircraft X position but no other aircraft. No primary target was noticed and no ADSB information noticed.I did advise the OMIC of the situation.Aircraft X did not see the drone any other time while orbiting.I felt we did all we could do in reporting the possible UAS.




Synopsis: ATC Controller reported a UAV was reported by an aircraft in Class A airspace.
Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: While doing the walk around in ZZZ; the ramp crew had the new 'lift and capture' style tug hooked to the aircraft prior to the walk around. The strap attached to the nose gear creates a trip hazard as does the lifting mechanism. It also makes inspection of the nose gear area difficult at best. Ground crew was notified that this was an unsafe practice and they pointed out that they are under pressure with 30 minutes to turn the aircraft. I pointed out that this was in violation of [safety policy] with them trying to use efficiency at the expense of safety; and if they got grief from a supervisor; they should point out that hooking the tug up before the crew has done the walk around is an unsafe practice.After holding this report; I did another walk around in ZZZ1; and discovered the exact same hook up. While I appreciate the need for efficiency on the ramp; preventing flight crews from safely accomplishing their preflight duties is not a good practice.




Synopsis: A319 Captain reported being unable to accomplish a proper preflight inspection with the towbar-less tractor in place at the gate.
Date: 201210
Local time of day: 1201-1800
Location: SKBO.TRACON, FO
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: TRACON SKBO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: EGPWS Terrain warning due to descending early on clearance from 14;000 FT to 12;000 FT approaching the BOG VOR. First Officer (pilot monitoring) was on second trip after IOE and was task saturated due to difficulty understanding radio instructions and communicating back to them. I (pilot flying) misunderstood what the First Officer said and started descent at approximately 15 - 20 miles prior to VOR instead of 9 DME prior. VMC and looking at rising terrain. We were over a valley but had a ridge line close off the left wing. Maintained course and terrain clearance visually and continued approach. The terrain warning did startle me and I disconnected the autopilot and auto throttles but did not pull up; as I realized I had safe visual terrain clearance along my flight path.Three Special Qual airports in one day on an international trip with a brand new First Officer combined with foreign controller accents made for a very challenging long day. Required to make the takeoff and landings by the Flight Operations Manual; in retrospect I would have the First Officer fly after the takeoff and then take the aircraft back for the landing on final. This would have allowed me to deal with communication difficulties and manage the flight while the new First Officer just concentrated on aircraft control. Bad idea for scheduling to draft a brand new First Officer for second trip after IOE to go to South America.




Synopsis: Air Carrier Captain reports descending early during arrival into SKBO in VMC due to misunderstanding what the First Officer read back to the Controller. An EGPWS warning is triggered. The First Officer was on his second trip after IOE and was having difficulty with foreign accents.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We had a HYD LOW QTY and completed the checklist by turning off the ENG and AUX PUMPS on Number 4 shortly after reaching cruise. Prior to TOD we revisited the checklist and determined that we should turn the pumps back on prior to gear extension. In the checklist it says to turn the pumps on before using FLAPS AND GEAR. The PF turned off the autopilot and hand flew the approach. When calling for flaps 1; we got the FLAPS PRIMARY caution. So the flaps were slow to extend. Turning on the pumps late did not cure the problem. Read the checklist to confirm the situation and turned base for the airport. The First Officer was confused with the display of the secondary flaps and was trying to control speed and altitude while monitoring a new display.Communication was lacking due to 14 hour duty day and jet lag. I turned on the autopilot as PF was approaching cleared altitude. The bunkies were very involved with advocating corrective actions for the descent through cleared altitude by 400 FT. The Controller confirmed we had the airport and gave us the visual. Typical [approach] that put us a little high on final with our own problem of self inflicted slow flaps. The rest of the approach and landing were uneventful. I debriefed the crew regarding use of autopilot to reduce workload; and how we interpreted the wording of the checklist was wrong and a 14 hour duty day the checklists should be pretty straight forward. On this particular checklist; I would advocate for the words to turn on the pumps before using flaps or gear. With a warning of what will happen if you start using flaps without Number 4 pressurized.


Second narrative: [Narrative 2 had no additional information]


Synopsis: A B747-400 flight crew deviated from their heading and altitude clearance while dealing with a hydraulic problem.