elihoole/asrs-aviation-reports huggingface dataset:
Date: 201601
Local time of day: 1201-1800
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While enroute to [destination] inside Denver ARTCC airspace; the enroute Controller queried us about our clearance and indicated that we were deviating from what he thought our clearance was. We were at FL370 and in LNAV/VNAV modes with a route of DTA EKR KD63W JALAP. The Controller thought we were DTA EKR FROGS SNY LNK JALAP. He cleared us direct to JALAP without further comment.The dispatched route had a non-standard route and the PDC had an amendment to that route. The PDC amendment changed the SID and first transition point. Though we both reviewed the PDC and the Route page 2; somehow we failed to ensure the correct route was inserted. We accomplished the FMC briefing prior to the Before Start Originating Checklist.We were in the process of an aircraft swap on the last day of a four-day and though the airplane arrived on time; the gate was occupied and we did not board the plane to begin our preflight until 20 minutes prior to scheduled push.I have seen at least three different PDC formats in our MCDUs. I am not a fan of a PDC amendment that is not displayed as a full-route clearance. The partial clearance is confusing. Somehow two pilots incorrectly verified the PDC and entered route. I still don't know how; but I suspect the amended clearance displayed on the PDC in our -800 today contributed to the error.




Synopsis: B737-800 First Officer reported they deviated from cleared track because they failed to see a change to their route in the PDC.
Date: 202107
Local time of day: 1201-1800
Location: HECC.ARTCC, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center HECC
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Workload; Troubleshooting; Human-Machine Interface; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: While at cruise at 35;000 feet in Cairo control airspace; we began to receive a series of Engine Indicating and Crew Alerting messages- ATC Fault; Unable RNP and Terrain Position.  We referenced the Quick Reference Handbook for each message but were unable to clear the faults. We asked ATC if they saw any issue with our transponder and they replied that they saw no problems. Shortly after crossing from Amman control to Jeddah on airway Y415; we received the FMC message 'Verify position'. We saw that we were off the airway to the left and ATC asked if we were on the airway. The First Officer and I put our range scales to 5 miles and noted that the left side showed us approximately 3 to 5 miles left of course; First Officer side showed the same distance to the right of course.We checked the FMC position reference pages and saw that GPS position was blank and substantial errors on the other positions - FMC; IRS and Radio. We advised ATC of the GPS failure and could not determine which source was accurate. ATC said we were showing right of course. I selected GPS off then on; selected HDG (heading) select to manually steer to course. Reselected LNAV. Nothing seemed to be working. I asked for direct to a fix further down the airway. No VORs were on this airway to use for navigation. I repeated switching heading to LNAV but the aircraft symbol did not move closer to the course line as if it was frozen. We were continually advising ATC and monitoring position reference as GPS was now intermittent and RNP-ANP errors were constantly changing. Eventually GPS began to work and we were able to get back on course.  This entire time we never received any EICAS or FMA indications of any faults such as 'GPS'; 'IRS Nav Only'; 'LNAV'.  ATC passed the information to subsequent ATC and they offered vectors if needed. After position MOGON; navigation functions all appeared normal for the remainder for the flight.




Synopsis: An air carrier Captain reported GPS interference caused a course deviation.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: No Aircraft
Reporter organization: Government
Reporter function: Supervisor / CIC
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion; Distraction; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: Due to 'COVID' related sick leave and lack of staffing; a south satellite CIC was not utilized during one of the three daily rushes into ZZZ.  I was assigned Flight Data; but observed a problem developing with ZZZ1 Approach who handles half the feed into ZZZ.  The CIC was combined to the AF position which was being staffed by a Supervisor.  The Supervisor was involved with a conversation related to staffing and break rotation with other supervisors and not actively monitoring the south satellite line.  I was assigned Flight Data; however I sat down at the X position and started acting as a CIC despite not being assigned the position.  X is a supervisory position and I was acting in a supervisory capacity without being delegated the duties.  I am certified on the position.  I could not just sit by and watch management not supervise and act according just let the controllers flounder.  I ended up slowing the fix and doing all of sector Y's coordination. While he worked the traffic.A CIC needs to be sat down any time there is a rush.  At a minimum management needs to pay at least some attention to a line they are in charge of during a rush.




Synopsis: TRACON Controller reported assuming a position to act as CIC because in reporter's mind the Supervisor CIC was not properly monitoring.
Date: 201307
Local time of day: 1201-1800
Location: DCA.Airport, DC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B DCA
ATC / advisory: Tower DCA
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: ATC cleared our aircraft for takeoff right behind an EMB-170; directing us to maintain visual separation with the traffic. We were taking off on Runway 1 in DCA. While climbing over the Potomac River to intercept the 328 DCA radial; at approximately 500 FT; we encountered significant wake turbulence. The wake turbulence triggered the stick shaker and we briefly heard the warbler tone. We were on our flight director climb pitch and speed with takeoff power set; approximately 91% N1 when incident took place. I immediately reduced pitch and all stall warnings ceased. This reduction in pitch also removed the aircraft from the wake turbulence. After allowing the aircraft to accelerate above speed at which the incident took place I continued the climb. The event happened due to the close spacing of departures from DCA. More spacing should probably be given by ATC for EMB-170 aircraft which are considered RJ's but seem to be creating significant wake turbulence.




Synopsis: CRJ-200 Captain encountered wake vortex on departure from DCA in trail of an EMB-170. Reporter stated in trail requirements behind the EMB-170 should be increased.
Date: 201211
Local time of day: 0001-0600
Location: DAB.TRACON, FL
Aircraft: DA42 Twin Star
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C DAB
ATC / advisory: TRACON DAB
Second aircraft: DA42 Twin Star
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Low ceilings; pilot training; poor RADAR updates due to new Fusion system. While working position; I had numerous IFR practice approaches along with a few itinerant jet arrivals. While vectoring Aircraft X for sequence for the ILS 7L; I had to break Aircraft X off the approach due to an over take on the aircraft ahead of him. I had Aircraft Y on a downwind to follow Aircraft X. I had issued Aircraft Y a base leg turn but RADAR still showed that Aircraft Y was on the downwind and it appeared due to the RADAR lag in Fusion that Aircraft Y had not begun the turn or was turning at a very slow rate. I issued Aircraft X a 050 heading which would have given me course divergence on both the aircraft on final and Aircraft Y. however again due to the lag in updates under Fusion; I noticed that Aircraft Y went from a downwind track to a base leg track with no updates in between which made it impossible to know exactly where Aircraft Y [was] due to this lag in updates. This is a very serious problem with Fusion. You cannot anticipate an aircraft's rate of turn which allows you to determine weather or not the aircraft is turning or how fast or slow the aircraft is turning. This is a very critical element at DAB due to the numerous training aircraft that we work. We quite often have to deal with student pilots that read back our instructions but do not follow them or are very slow in doing so. Discontinue the use of Fusion until all aspects of the system have been corrected including the ADSB equipment required in the aircraft that make the system work. Currently no aircraft in our area are equipped with the correct version of ADSB.




Synopsis: DAB Controller voiced concern regarding the time lag in the Fusion RADAR system; making the identification of aircraft positions less than desired.
Date: 201909
Local time of day: 1801-2400
Location: ZKC.ARTCC, KS
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZKC
ATC / advisory: Center ZKC
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: Communication Breakdown; Confusion; Workload
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After diverting into TUL for weather; handling passenger issues; and two maintenance issues; we departed TUL on V74 toward FSM. Reaching 10;000 feet; we were cleared direct MAYJI. A similar waypoint named MAGGE was on our route. I read back the waypoint using the same pronunciation as ATC then proceeded direct to MAGGE. About three minutes later; ATC asked if we were direct MAYJI. We then queried the Controller about the phonetic spelling. Realizing our error; we typed in the correct waypoint MAYJI and turned about 15 degrees left to make the correction.




Synopsis: Air carrier Captain reported a track heading deviation caused by similar sounding fix names MAYJI and MAGGE.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Strike - Aircraft; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: After a local solo flight of 30 minutes and a full stop landing; I taxied back to the active runway with the intent of doing more traffic pattern work. I applied full power at the start of the takeoff and confirmed correct engine indications. Shortly after liftoff; 5 to 10 feet above the ground; I perceived what I judged was a loss in engine power and decided to perform a cautionary landing on the remaining runway. Upon landing; directional control of the aircraft was lost and contributed to a ground loop to the left of approximately 270 degrees. The aircraft departed the active runway and came to a stop in the transient parking area to the southeast side of the runway. I secured the fuel; ignition; and electrical systems and exited the aircraft. Minor damage was sustained during the ground loop to the right wheel/hubcap; and the right rear portion of the wingtip. A close inspection revealed no other damage and the propellor did not strike the ground. No immediate visual evidence of a malfunction was evident. The aircraft was secured in place and the FAA and NTSB were notified jointly via phone in the presence of the airport manager; who also took a report for airport records. A bystander notified local fire department authorities; who were dispatched; but they also observed no major damage; fluid; gas; or oil leakage that would cause a hazard to persons or property. No injuries were sustained by myself.




Synopsis: Light sport aircraft pilot reported the engine lost power on departure so they immediately landed. Upon landing the pilot lost control of the aircraft resulting in a ground loop and runway excursion.
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Passengers in seats XYZ; during compliance check; they did not have masks on. Mother was told it is mandatory throughout the flight. She didn't know where she put it. She was informed that the X year old must also wear one. Again she didn't know what the child did with it. The Y year old doesn't have to wear one.  This FA obtained two for her from the galley. She had found hers. The Y year old yelled out he wants one so was given one. During service; Passenger X was not wearing a mask. She was informed again that the masks must be worn through duration of flight as it is policy. She responded 'How come nobody at the gate told me that. I have a medical condition. She was informed that when she booked the travel; a notice comes out saying that you must go to the gate over an hour before the flight and speak to a medical doctor that will determine if you can be excused. She did not respond. Her daughter was informed that she must wear the mask. The mother says she keeps breaking it. She was informed of the policy and lack of compliance on other flights have forced planes back to the gate and we don't want that to happen here so we need the masks on for the whole flight. The FA checked and advised the mother that Y year olds must wear the mask. The X year old responded 'He's Z [years old]!' Even more so I said. The mother was shown the mask policy and told that she has been told at least three times that this is mandatory. This FA walked away to give her time to read it. It was explained to the children that many people have gotten sick and this is important to keep everyone safe. We know it's hard but it is for everyone's safety.  The mother got up to place mask on child saying good luck with that. She continued to get up several times to attend to the children. The CA was informed. He made an announcement regarding the mandatory use of masks on all flights. Dispatch was notified. At landing; her son stated it's fun wearing masks! The mother said loudly No it's not !Compliance issue. Passenger refused to comply with wearing a mandatory mask giving excuses for not wearing masks as a family.




Synopsis: Flight Attendant reported having trouble with a mother and two young children wearing face masks on the flight.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Marginal
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Declared Emergency

Narrative: FL390; just before [we] entered hold with an EFC of 1+45; the IAS Disagree Light Illuminated. [We] ran through Airspeed Unreliable Checklist while in holding; believed to have problem with First Officer's side as Captain's and Standby airspeed agreed. AOA gauge and ground speed also confirmed appropriate for condition of flight on both Captain's and First Officer's instruments. Contacted Dispatch; on divert possibilities as [the divert airport] was flight planned but our APU was placarded inoperative. Concurred on a new divert to ZZZ. Declared emergency with Center then got handed off to Center. As we were about to leave the hold we got an indication of EECs going to soft altitude. We ran EECs Alternate Mode Checklist bringing EECs to hard altitude. Couple minutes after going to hard altitude on EECs autothrottles disconnected and would not engage; quick review of that checklist no real issue. Quickly briefed the flight attendants to expect an uneventful landing and advised the passengers of indication problems and that ARFF crews would be standing by as a precaution not to be alarmed. Leaving holding broke out into VMC conditions and decided and determined that we would attempt to stay in VMC. In the descent [an EICAS] Recall Check revealed a speed trim light; with no trim control difficulties; referenced Speed Trim Fail Checklist no difficulties. Further into descent received Alt Disagree light; again cross check revealed First Officer's side again with abnormality referenced checklist; still VFR. Quick review of IAS Disagree checklist performed 30 flap landing with auto brakes to nice long runway at ZZZ.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: A B737-800 flight crew encountered anomalous conditions with the First Officer's ASI; the autothrottles and pitch trim while holding for weather. They opted to divert to a VFR airport.
Date: 201409
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Weather

Narrative: Aircraft X was climbing out of ZZZ en route EWR. Asked for deviation on initial check-on and I approved it once clear of low sector. I assumed aircraft was headed toward a break in precipitation that numerous other aircraft had been deviating through. Pilot asked for a northeast deviation and I hesitated in responding because of request. No one else had wanted to go that way. Pilot said if they could get up to FL370 then they should be able to get over weather. My sector only owned to FL330; so instead of using 'T' altitude procedures due to congestion in sector above I pointed out aircraft to GAM. Apparently aircraft encountered severe/extreme turbulence and lost 2;300 ft of altitude and uncontrolled turn after I switched communication to CZYZ. It came to my attention that I had not issued radar-displayed precipitation to pilot.I cannot imagine there exists anything that could have prevented my mental lapse. I lost track of which aircraft had and had not received report from me.




Synopsis: ZOB Controller describes situation where a pilot requests to deviate for weather in a direction other aircraft were not going. Controller lets plane deviate; aircraft encounters severe/extreme turbulence. Controller did not issue radar displayed weather.