elihoole/asrs-aviation-reports huggingface dataset:
Date: 201507
Local time of day: 0601-1200
Aircraft: Gulfstream Jet Undifferentiated or Other Model
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I'm currently the only full-time company paid pilot in a part 91 operation. The C.P. is not currently flying; but was taking care of administrative duties. Over the past 13 months; I've tried at least once a month to get involved with Jeppesen updates and maintenance program to help learn the C.P. duties as I am supposed to takeover when the current C.P. leaves. He has always said that is his only duties right now and he has it covered. Any maintenance problems I've had over the course of my employment here; we've always gotten them fixed ASAP; no questions asked and been in a few times for 'routine and scheduled maintenance'... After gaining information one day that lead me to believe the C.P. may not be keeping the a/c up to date with Gulfstream rec services; I was finally able to get myself access to Gulfstreams maintenance website. Once on there; I found our A/C was overdue on several items such as oil and filter change; oil bypass valve inspections and many other miscellaneous inspections. I immediately contacted the company owners and cancelled a flight for later that day and got on the phone with our Gulfstream maintenance people. Then; after all that I had been doing to make sure corrective action was taken to get the plane fixed ASAP; I flew it straight to a maintenance facility. Once I got there and it was being fixed; it dawned on me that there could have been an issue with me flying it to maintenance after I had found out about the overdue inspection items. I have been discussing and researching whether or not it was airworthy items or not; since it was recommended manufacturer items to be checked and or inspected. At no time did I feel safety was jeopardized; but I always go by the books and that's why I cancelled all passenger flights until corrective action was accomplished. Maintenance told me it was no big deal; and if I got it down there they'd start on it right away. However; looking back; I should have first called my local FSDO and made sure there were no issues with me flying it to Maintenance before I departed.




Synopsis: Corporate pilot reported ferrying the aircraft to a maintenance facility without fully checking airworthiness.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Brasilia EMB-120 All Series
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Rejected Takeoff
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Autofeather System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Entered the runway and was cleared for takeoff. Advanced the power levers normally and stated; 'Set power.' The First Officer set the power and we continued down the runway. Then the aural warning 'autofeather' sounded and I looked up and the green autofeather light was not on. The autofeather arming switch was in the 'on' position. I called 'abort' and rejected the takeoff and exited the runway. I called the Flight Attendant off of the runway and told her what happened and that we were going back to the gate. We completed the after landing check and taxied back to the gate; wrote up the aircraft. I then called Dispatch who transferred me to Maintenance Control; and downed the aircraft.




Synopsis: EMB120 Captain experiences an aural 'autofeather' warning during takeoff and rejects the takeoff.
Date: 201509
Local time of day: 0001-0600
Location: ILM.Airport, NC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: CTAF ILM
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Gate Agent / CSR
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flight operated from ILM with [an early morning] departure time. Arriving at the gate preparing for first flight of the day procedures the Captain briefed an MEL for an APU fault status message and NOTAMs for lights that were out of service on the field. The Captain also briefed the need for a takeoff alternate for the weather and made the necessary calls to Dispatch. I took care of my duties; preflight walk around; departure setup; etc. We had a busier than normal morning given the MEL and weather on top of our normal duties but with time management and working together we were able to push back from the gate on time.With an early morning departure the tower would not be open until [later] so we received our clearance from Washington Center after our pushback. After running our checklists we began our taxi out to the runway. I made standard radio calls for an uncontrolled field on taxi. For the time of day the airport environment was rather visible with a well lit ramp area; and bright aircraft taxi lights. We departed Runway 35 without having keyed up the airport lighting system. We completed our flight successfully and without further incident.Looking back on our flight I believe that I did not activate the airport lighting system because the visibility did not seem to be an issue as I could see the taxi/runway environment and I did not think to activate the lights. Upon departure I could visibly see '35' on the runway; the center line; and the edge of the Runway.The Captain and I were both not aware that we had departed without airport lighting on until later the same day we were notified a ramp agent had informed [another] crew of our departure. They notified their Chief pilot; who contacted [our carrier].The event occurred as we were departing an uncontrolled field in which we had sufficient visibility that neither I nor the Captain thought to key up the airport lighting system.




Synopsis: Regional Jet First Officer reported they failed to activate runway lighting on an early morning departure from ILM because lighting seemed sufficient.
Date: 202008
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Upon boarding at XA:19 it was found the aircraft had hot air flowing and unbearable for customers and crews to be onboard. Cleaners were off the airplane. Pilots arrived shortly after and [I] told them the airplane was too hot. Due to the temperature and horrible condition Aircraft X provided the airplane was never appropriately cooled until we had both engines on and it was nearly unbearable to the crew and passengers being forced to wear a face covering during extreme heat conditions.Also showed the spraying took place at XA:24 and that time was not accurate as the cleaners were not onboard the plane when we arrived. I cannot confirm it was actually accomplished by the time frame.




Synopsis: Flight Attendant reported aircraft being hot during boarding and that the aircraft did not cool off until the engines were started.
Date: 201808
Local time of day: 0601-1200
Location: SJC.Airport, CA
Flight conditions: IMC
Weather elements / visibility: Cloudy; 6
Light: Daylight
Aircraft: Cessna Aircraft Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C SJC
ATC / advisory: Tower SJC
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was hand flying on vectors for the ILS and intercepted the localizer and the glide slope and had the needles centered and [everything] was going great. The radio broke squelch and the noise was very loud. Since I have always flown very centered approaches. I thought I could divert my attention for a moment to deal with the radio. Wrong. When I looked back at the localizer it was almost full deflection to the left. I over corrected and flew across the Localizer and then had the needle almost fully deflected to the right. I started correction and noticed I was below the glideslope and immediately added power and recaptured the glideslope. I was still IMC and thought it would be better to declare an early 'missed Approach'; straighten things out and come back and try again. The Tower did not respond and I saw the runway and said 'airport in sight' and no response from the Tower. I called 'airport in sight' again and the Tower asked 'if I wished to land' and I said 'yes' and landed without any further issues.The Tower was upset that I called an early 'missed approach' 2 miles before the missed approach point; the swings and they were also concerned about the mountains on both sides of the inbound course. I was also aware of them.




Synopsis: Cessna pilot reported heading and altitude deviations on an ILS approach due to cockpit distraction.
Date: 201405
Local time of day: 0601-1200
Location: SIG.Airport, PR
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class D SIG
ATC / advisory: Tower SIG
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Other / Unknown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: VFR flight inbound to Isla Grande Airport (SIG); while approaching local visual reporting point (Levittown water tank); approximately 1 to 2 miles southwest of the field; a radio controlled (R/C) airplane was doing acrobatic maneuvers at our approach altitude of 1;000 MSL. The R/C airplane had reached approximately 1;100 of altitude and was quickly descending on what appeared to be a spin maneuver. A collision didn't happen because we were about 500 FT north of the airplane but certainly a considerable risk to airplanes inbound to Isla Grande Airport. The situation was reported via radio to the Local Controller as other airplanes were also coming inbound to Isla Grande. It appeared the R/C airplane was being flown out of an R/C strip that is located in the area. Users of this R/C strip should be advised of the hazards of doing this type of R/C flying to airplanes in the vicinity.




Synopsis: PA28 instructor pilot reports sighting a radio controlled aircraft above his altitude and in close proximity during a visual approach to SIG. The sighting was reported to the Tower.
Date: 201209
Local time of day: 1801-2400
Location: DFW.Airport, TX
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I refused the aircraft due to multiple electrical problems after we lost ground power at the gate due to a repeat of 150 amp ground electric circuit breaker popping. Earlier in the day the battery charger circuit breaker had popped. The APU generator was inoperative. The cargo compartment heater fan and recirculation circuit breaker's had popped and were on MEL. I felt there was a larger problem than what was being addressed by placing items on MEL instead of trying to find the cause. With that many repeat electrical problems the aircraft should have been removed from service to find the real cause of the problem instead of letting it continue in revenue flight.




Synopsis: MD-83 Captain reported turning down an aircraft that had multiple persistent electrical issues that were deferred instead of resolved.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flight was under VFR conditions in accordance with FAR Part 91. There was one passenger on the Plane who was also a Pilot.We landed with gear extended and three green lights. The Passenger/Pilot can attest to this. So can the Tower operator who said during my report that 'we saw you lower the landing Gear on Down Wind'. The Approach; Landing; and Touchdown were uneventful. As we were rolling down the runway the nose dropped and shortly thereafter the main landing gear collapsed. Somehow; the Landing Gear Switch ended up in the Retract Position.We were clearly rolling down the runway with weight on all three gears. The Squat switch should have prevented retraction. There are two squat switches either one of which should have prevented retraction. But the Shop Manual only calls for the adjustment of one. If that switch failed; the other may not have been adjusted and would do no good.




Synopsis: Landing gear retracted during landing rollout. Landing gear switch was reported as up by pilot.
Date: 202012
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: A320
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: Autothrottle/Speed Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Traveling in level cruise at FL370; smooth air; Mach .80 we experienced an aircraft Mach speed exceedence. With no noticeable wind change the aircraft accelerated; uncommanded; up to Mach .84. The A/T system made minimal; if any; changes to the cruise power setting. The Captain (PF) immediately spun the Mach speed way back and extended full speed brakes. This was the point at which the A/T finally brought the power back. We stabilized the aircraft; configured the automation and continued to the destination with no other abnormalities.We possibly could have reacted more aggressively and sooner; but we fully expected the A/T system to respond correctly to the speed increase and reduce power accordingly. Aside from that; I cannot see anything else that could have prevented the situation.I don't know what we could change to prevent this situation again.




Synopsis: Air carrier First Officer reported a Mach speed exceedance during cruise.  First Officer stated the increase in speed was uncommanded and there was no noticeable wind change either.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: AHRS/ND
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
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: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem
Contributing factors: Company Policy; Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During high speed regime of takeoff roll (at approximately 120 KTS) lost my ND (Navigation Display) and lower MFD display as well as FO (First Officer) ND. This was followed by a Master Caution Warning and 'Checklist Incomplete' message on upper MFD display. After takeoff; recovered all lost screens. Had briefed crew prior to takeoff that this was [a known issue with this aircraft] and that there was possibility that we would lose our ND displays on takeoff and that I would not abort for this as per Bulletin. I had a similar event several months ago on [another aircraft] on takeoff roll; also in high speed regime. This is a long term issue it seems and yet it continues. Getting Master Caution warning lights however is new. This is a very serious and confusing situation that could lead to an inadvertent high speed abort on a wet runway at speeds approaching V1 (Takeoff Decision Speed); and yet it persists to be an issue? Why?




Synopsis: B777 Captain reported loss of cockpit displays during takeoff roll.
Date: 201412
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: BAe 125 Series 800
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: About one hours and thirty minutes [into flight] at FL380; I saw the oil pressure on number one engine was lower than normal and I told the Captain about it; now he was aware about the indication and we briefed the check list just in case of loss [of] oil pressure. [A] few minutes later we got the three indication that confirm we completely lost the oil pressure; we ran the check list and we shutdown the engine declaring an emergency with [ATC]; requesting an immediate descent to FL240 and requesting vector direct to [an alternate airport]; as the best option for us because we know the area and also we knew that [the alternate] airport have good facilities for this type of emergency. 35 minutes later we landed safely in [the alternate] airport and we took our passengers back to ground safe. The Captain and I we were so professional and we were focused on the all phases of the flight; that is the only way that pilots can handle this kind of situation.




Synopsis: Hawker 800XP FO reported shutting down an engine in flight because of loss of oil pressure. Flight declared an emergency and diverted to an alternate airport.
Date: 201210
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Received GEAR DOOR EICAS MESSAGE and DOOR annunciation on the forward panel after gear retraction. We referenced the QRH; declared an emergency and returned for landing. Great job by crew and ATC. Maintenance suspected the left main landing gear door did not close after retraction. The jet was taken out of service.




Synopsis: A B757-200 flight crew declared an emergency and returned to their departure airport following receipt of GEAR DOOR EICAS warnings after gear retraction.