elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1801-2400
Location: SAN.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C SNA
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; Captain
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: On approach to SNA approach controller issued a descent for the approach. While descending controller issued vectors for us to intercept final for an approach to LGB. We immediately realized his error and did not accept the vectors. We advised him we were going to SNA. Controller then instructed us to climb and gave us new vectors to SNA.Controller became confused and thought LGB was our destination.


Second narrative: During the descent we were then given a left turn away from the field to a heading of 270 deg. We did not start that turn and at that point we DID question the controller. He then said he was actually vectoring us to LGB. Once realizing his mistake he climbed us back to 3;000 feet and the rest of the approach was normal. He apologized to us for the mistake. I never had it in my mmd that ATC would be sending us to the wrong airport. What I learned from this was never to blindly trust ATC. This was a classic HF DLR/DFR and we should have questioned the clearance sooner.This was an ATC error; and an HF error on the crew's part. I should have questioned the descent to 1;600 feet recognizing that the Glideslope Intercept Altitude (GS INT ALT) at SNA is 2;200 feet; that they rarely give a visual to that airport; and that there is terrain north of the field. Only when they turned us the wrong way did we finally say something.


Synopsis: An aircraft with SNA as its destination was being vectored to an LGB final when the crew finally questioned the Controller who had become confused about the flight's destination. The flight was climbed and returned to SNA.
Date: 202003
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower PHX
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Standard taxi 'East route' for Runway 25R at PHX Jeppesen page contradicts itself. Hold Short column says 'D' and beneath it says 'Do not hold short unless instructed.' Recommend reformatting to align with other airports (Example: DFW standard taxi routes leave the hold short column blank if only expected to hold short of runway--Jeppeson). Consider deleting the comment; 'Do not hold short unless instructed' or moving it to the remarks column.When given the East Route leaving PHX we stopped short of taxiway delta; checked in with the PHX Tower Controller; and he advised us we only need to hold short of the runway but stated; 'the last 100 aircraft stopped short of Taxiway Delta.' Obviously the pages are not clear to many pilots. The Tower Controller requested we get it clarified. Poorly written standard taxi procedures. Standardize PHX pages with other airports considering human factors.




Synopsis: Air carrier pilot reported the standard taxi chart at PHX airport needs reformatting to conform with other airport standard taxi charts.
Date: 201908
Local time of day: 1201-1800
Location: LAX.Airport, CA
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Aircraft

Narrative: We were following a Heavy 777 and were getting a little wake from it. I changed from VNAV to LVL change to climb at a higher rate to get above the 777. We were supposed to be at or below DARRK at 12;000 feet. We crossed it at about 12;500 feet.




Synopsis: B737-700 Captain reported overshooting an altitude restriction departing LAX after encountering wake turbulence from a preceding B777.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
Contributing factors: Aircraft; Chart Or Publication; Company Policy; Human Factors; Manuals; Procedure
Primary problem: Human Factors

Narrative: [Working] on a [merger] B757-200 aircraft [and using Air Carrier Y's] Work Card for a Number 1 right-hand forward windshield replacement with an attached Service Bulletin (SB) 757-30-0019 Work Package; Step-4; to change the window heat wiring. The work was accomplished by me and another Technician who installed a nut improperly on Terminal Block TB5038 and could not comply with all of Step-4 until window was installed. I complied with pining block on J1 and J5 once the window was in place. I complied with the sign-off of Step-4. The Work Card provided no partial sign-off for Step-4; which states [to] change the window heat wiring. Notified Supervisor of more training [needed] on Air Carrier Y's paperwork and for more detail of Work Card steps for multiple technicians working on single steps. Improper torque of terminal block nut TB5038 by Technician and single sign-off for Step-4 of the Service Bulletin (SB) 757-30-0019 Work Card.




Synopsis: An Avionics Technician reports about the installation of a First Officer's forward windshield on a post merger B757-200 aircraft. Difficulties using the merged Air Carrier's Work Card Package that had only one sign-off for Step-4 of the Service Bulletin (SB) 757-30-0019 window heat wiring harnesses; were also noted.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxiing up to the taxiway; about 75 feet out; I saw a catering truck approaching from the left. I was watching that it slowed and it stopped outside prior to safety zone. I was continuing the taxi when another catering truck was approaching at high speed from the right. It was clear that the vehicle would not stop; so I applied heavy breaking to stop. I do not believe we would have collided; but it was closer than I was comfortable with. Given recent events; this driver was operating rather recklessly. Ground equipment drivers need to respect the right of way of aircraft and slow down.




Synopsis: B737 Captain reports having to make an abrupt stop approaching his gate due to a catering truck approaching rapidly from the right.
Date: 201212
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: Just prior to descent the Captain's Windshield shattered at FL350. The weather conditions were dropping at our destination due to approaching blizzard coupled with zero visibility on the Captain's side so we declared an emergency. We initiated our descent and approach immediately into our destination and the First Officer landed the aircraft without further incident.




Synopsis: An A300 Captain's window shattered at FL350 in cruise so an emergency was declared and the First Officer made the landing as blizzard conditions approached the airport.
Date: 201509
Local time of day: 1201-1800
Location: ORF.Airport, VA
Weather elements / visibility: Thunderstorm; 5
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C ORF
ATC / advisory: TRACON ORF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Detector: 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: On Approach to ORF; aircraft slowed to 180 so that aircraft could get configured for approach and landing into ORF. A few miles from OM controller asked aircrafts airspeed. Crew responded 180 Knots. Controller seemed annoyed and instructed crew to maintain 180; which they did to the outer marker as ordered by ATC.If the aircraft had maintained the maximum speed of 250 to the outer marker; they would have been unable to safely configure the aircraft for landing and would have put the passengers and crew at risk. Moreover; they would have been operating the aircraft in a reckless manner which is not only immoral but illegal as well.




Synopsis: Pilot reported of slowing the aircraft below controllers requested speed. Controller got mad. Pilot reported they needed to slow to get the aircraft configured to land.
Date: 201710
Local time of day: 1801-2400
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Ground ZZZZ; Tower ZZZZ
Aircraft component: Nosewheel Steering
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During taxi for departure from Runway 28; I noticed the use of the tiller for steering required more force than usual. As a result; we paid close attention to our pre departure checks especially checking the rudders and flight controls. We did not detect any abnormalities. Therefore; we continued with our takeoff preparation and were cleared for takeoff. After lining up with the Runway; I started to advance the thrust levers but before I was able to ask for Takeoff Thrust; I noticed that the aircraft [was] drifting to the left. While I started to apply right rudder to correct the movement; there was no response at all. The aircraft continued to the left; at which point I aborted the Takeoff.We cleared the Runway; did our checks; advised the cabin and asked ground for a parking spot to trouble shoot the problem. At which point I [had] regained the rudder control. We consulted with our flight mechanic and investigated a sound coming from the left side of the aircraft. Assuming it might have been an issue with the left main gear (brakes; blown tire) we elected to check it out. We shut down the left engine and our mechanic climbed down the lower EE compartment to check on the gear. He returned with everything appearing okay.After completing all our checks; no abnormal indications and nothing appearing to be wrong we decided to attempt another Takeoff. Considering we still had plenty of gas available. During our taxi for another takeoff; we checked again; our steering with rudders only. Not using the tiller. That is when we noticed that the problem had reappeared. I even let the First Officer try from the right side and he could only agree with my observation. At that point; we elected to return to the ramp and let maintenance do [their] job.




Synopsis: B767-300 Captain reported that during takeoff roll the aircraft seemed to drift to one side; using the rudder pedals did not correct the steering problem.
Date: 201303
Local time of day: 1801-2400
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Dusk
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DFW
ATC / advisory: TRACON D10
Aircraft component: FMS/FMC
Component problem: Malfunctioning; Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Warning! I believe I found a data error in the BOWIE 3 arrival to DFW in FMS database. Flying into DFW with the new BOWIE 2 arrival in the FMS we selected Runway 36L. It would not give us the arrival to SILER only to HIKAY with a 160 heading out of HIKAY. If you read the ball note #2; this is the procedure is for props landing north. I believe the FMS somehow is reading the prop data only. We tried putting in Runway 35C to see if it would make a difference and it did not. We requested vectors and Regional Approach gave us vectors for the ILS to 36L with no problems. We need to get this looked at ASAP. Maybe it is only this aircraft but I think it will affect all FMS's.




Synopsis: An air carrier jet FMS database listed only the DFW BOWIE 2 propeller arrival so the flight crew requested vectors for their arrival.
Date: 202005
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was practicing engine out landings; and I was making an approach that involved a curving final approach course. This technique is recommended per information provided on the American Bonanza Society web site. While everything seemed to be working fine; at the last moment; a gust of wind caused me to dip my left wing a bit; and this caused it to scrape the runway. This was very troubling to me; as i had never had this kind of issue before on any landing.  It was very sudden; and it was over as quickly as it happened. I decided to go around; and I did so with no further problem. When I landed back in ZZZ; I was able to inspect under the wing; at the point where it scraped.  It seemed like very minor damage; but it had definitely touched the runway surface.  As I inspected it more closely; I could also see that there was a small dent on the upper surface of the wing tip. I sent photos of this slight damage to my A&P mechanic; and he confirmed: 1. That this slight damage did not constitute any issue with regard to airworthiness; and 2. That this could be fixed; mostly from a cosmetic perspective. I asked him to schedule this work; and he agreed to get back to me during the work week.  I feel as though I learned an important lesson about not using a curved flight path down to so close to the runway; in case I needed to maneuver further for wind effects.




Synopsis: Bonanza 36 pilot reported momentary loss of aircraft control during landing resulting in wing tip ground contact.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Initial Climb
Airspace: Class B ZZZ1
ATC / advisory: TRACON ZZZ
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: During climbout from ZZZ; above approximately 2;000 feet AFL; an amber GPS-L enunciated. I continued to hand fly the jet as we climbed into IMC conditions in the pre-dawn darkness. The GPS-L caution distracted me from calling 'flaps-up' at the appropriate speed. The Captain called my attention to this as we approached 240 knots IAS. I called for flaps up and the captain retracted them normally. I engaged the autopilot after flap retraction. At no time did we exceed the 250 knot flap placard limit. Maximum speed I remember seeing was 244 knots IAS with flaps not up. The rest of the flight to ZZZ1 was uneventful. I believe my recency of experience was a factor; this being my first unsupervised flight since re-qualification. Also; night; IMC in low marine layer clouds while hand flying the initial portion of the RNAV departure. The GPS-L caution was a nuisance warning that served as the distraction. I was focused on hand flying smoothly and lost situational awareness of aircraft configuration.Earlier use of automation may have helped with my situational awareness during the nuisance GPS distraction. My habit is to hand fly the aircraft until clean.




Synopsis: B737-800 First Officer reported a GPS-L annunciation on departure which distracted flight crew from calling flaps up at the appropriate speed.
Date: 201910
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: These failures of Jepp FDPro need to be captured in the SMS process. There are four separate issues in this report.1. On a transatlantic flight; the route into tab opened up blank. Obviously not good.2. On a different transatlantic flight; I tried to enter the CP information in accordance with [pilot bulletin]. The CP initially appeared on map; but when I switched to a different application and then back to FDPro the CP was missing. I entered it three separate times with the same result each time. The three points I created are in the flight tab; but there is no coordinate data associated with them. Somehow this dropped out when I switched apps. So on at least this occasion; the plotting procedures as specified in the Pilot Bulletin do not work.3. On a domestic transcontinental flight; the currency badge turned red in the middle of the flight. I clicked on it and got the screen which shows nothing in the red zone and no update available. I exited this screen and clicked on the currency badge again. Still nothing in the red zone; but now it shows updates available. According to an answer to [a previous report]; FDPro cannot access the internet in flight unless the WiFi is purchased. Yet somehow it is. This flight was on a 757 with a relatively new broadband system installed; so maybe the filters on the new system are not set up correctly.4. Jepp FDPro appears to be updating the weather information during flight. It is not supposed to do this since it is not supposed to access the internet. And the fact that it is accessing the internet is a violation of the policy. Pilot Mobile accesses the internet too; which is also a violation of the FOM policy; so perhaps the policy about what apps can access the internet needs to be revised to reflect reality.I embrace the use of technology; but the technology needs to work correctly. Our version of FDPro is already several versions behind. If these are bugs that have been fixed in the current version; we need to be allowed to update.




Synopsis: B767 Captain reported several malfunctions of the Jepp FDPro application.