elihoole/asrs-aviation-reports huggingface dataset:
Date: 201706
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
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: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were initially cleared to descend from FL360 to FL240. The Captain was (Pilot Flying) and set FL240 in the MCP (Mode Control Panel) and I; the FO (Pilot Monitoring) confirmed. We were then told to descend to 11;000 feet via the arrival. There was lots of confusion with ATC about which arrival we were assigned. Once it was understood that we were a non-RNAV aircraft there was no further discussion of descent clearance that I understood and the MCP was not reset by the PF. As the PF leveled at FL240; he pointed to the MCP ALT window as I (PM) was engaged in confirming descent instructions with the ATC. Just as the PF was telling the PM to ask for lower; ATC asked about our altitude and then cleared us to 5;000 feet. The PF started a steep fast descent to make up for being high. At some point we were cleared to 5000 feet; which was incorrect for our geographical position on the arrival. That required the PF to exceed the speed limit of 280 by 20 kts. We were then cleared again to 11000 feet. The PM then asked if they wanted the speed or the altitude. We were then told to slow to 250 KIAS; then descend to 11;000 feet; which we did and still made [the next waypoint] at 11;000 feet and 250 KIAS. This airplane we flew was non-pegasus (round dial); which is incapable of flying RNAV SIDS or STARS. [This] is a high traffic airport and as usual there was much radio congestion; and a bit of attitude on the part of ATC about our situation. I think that they later realized where the confusion started; which was their difficulty in accommodating a non-RNAV aircraft. The PF was simply doing his best to accommodate the situation and the PM was doing his best to communicate it. With the extreme radio congestion; the PM was unable to effectively communicate what we're doing to solve the problems created in part by flying this airplane in an RNAV environment. There was great confusion by ATC in instructing us to perform RNAV procedures in a non-RNAV aircraft; thus everyone got behind.


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


Synopsis: B757 flight crew reported that air traffic controllers are instructing 757's to perform RNAV procedures that basic 757s are not capable of.
Date: 201205
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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 Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: We took off for ZZZ1 when we had a PTRIM MAIN INOP EICAS warning message come up climbing through 10;000 FT. We complied with procedures and company policy which stated to press the Main Pitch Trim cutout button and continue on with the flight. Since we were still close to ZZZ and had weather in between ZZZ and ZZZ1; I opted to return to ZZZ rather than continue to ZZZ1.




Synopsis: EMB145 Captain experiences a PTRIM MAIN INOP EICAS message climbing out of 10;000 FT. The QRH is consulted and the Main Pitch Trim cutout button is pressed. The QRH also states to continue the flight; but the Captain elects to return to the departure airport.
Date: 202007
Aircraft: No Aircraft
Reporter function: Vehicle Driver
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: No incident has happened as of yet but I want to bring attention to a blind corner that could result in a head on collision when safely driving around the NE corner of the new hangar (Bldg XXX) on the access road around the hangar.




Synopsis: Maintenance personnel reported a convex mirror is needed at this blind corner to prevent a collision.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Confusion
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Weight And Balance; Inflight Event / Encounter Fuel Issue
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Encountered #2 engine failure at 37;000 feet and diverted to ZZZ.  On climb out the forward center pump pressure light came on at 400 pounds. A few minutes later we notice over 1;000 pound imbalance and started a cross feed.  Reaching level off the throttles began to split about 2 inches and it's command sector was active with no throttle movement.  The #2 engine then slowly began to wind down in increments and finally completely.  A restart was attempted with no results. During this we diverted to ZZZ.


Second narrative: At top of climb on Aircraft X ZZZ1-ZZZ2 the number two engine slowly lost thrust and the engine failed. First indications of the failure was a split in throttle position and command sector indication above current thrust. The QRH for engine failure was run followed by the QRH engine restart checklist. The engine did not restart and we diverted to ZZZ and landed uneventfully.


Synopsis: B737 flight crew reported a #2 Engine spool down and subsequent failure at cruise. A fuel imbalance followed and the flight crew elected to divert and make a precautionary landing.
Date: 201507
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: This report is in response to NOTAM regarding Ivanpah Dry Lake; CA solar powerplant glare causing injury to pilots/passengers eyes. While I am not claiming any injury; it is likely injuries are being caused. The only solution is to only fly at night; or shut down the powerplant.




Synopsis: An air carrier Captain stated he has concerns about the possibility of eye injuries from solar power plant glare.
Date: 201907
Local time of day: 0601-1200
Location: ICT.Airport, KS
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Mission: Test Flight / Demonstration
Flight phase: Taxi
ATC / advisory: Tower ICT
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We landed on 1L and instructed to exit on B and hold short of D yield for 2 taxiing airliners then proceed on B up to and hold short of RW32. There is not enough room to clear the runway hold short lines and still hold short of D. An aircraft was cleared to land behind us without us completely crossing the 1L hold short lines at B. The second airliner appeared to recognize the issue and stopped on D as if to let us fully clear the runway. We queried Tower as to whether we could taxi between the airliners and were again instructed to yield to the second airliner even though he had stopped for us clear RW1L. The aircraft on approach landed while we were not yet clear of the runway hold short lines due to Tower's instruction. We then proceeded after the second airliner passed.Better coordination between Tower and Ground. Issue a Go-Around to landing aircraft if the runway is not clear.




Synopsis: Corporate Captain reported being unable to clear runway hold short lines and comply with instructions to remain clear of a taxiway at ICT airport.
Date: 201701
Local time of day: 1801-2400
Location: ZFW.ARTCC, TX
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Second aircraft: Widebody; Low Wing; 3 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: Chart Or Publication; Procedure; Human Factors
Primary problem: Procedure

Narrative: Shortly prior to incident I split Sector 14 off from the combined configuration of Sectors 14 and 34. The controller on Sector 34 was the relieving controller during the same time the sectors were being decombined. Aircraft X; an overflight; en route to Sector 14 level at 32000 feet. Aircraft Y was a flash-through from sector 34 landing DEN using local ZDV Standard Operating procedures. Aircraft Y was in communication with Sector 34 controller; given a descent clearance for DEN. I thought he was issued descend and maintain 27000 feet; accepted the handoff and with a descent and flashed the aircraft on to the low arrival sector. Assuming Aircraft Y was descending I didn't re-evaluate the traffic. The aircraft conflict alert started flashing without enough to time to achieve required separation. Aircraft Y was already below 33000 feet. Do not issue pilot discretion descents to DEN arrivals. If in Pilots Discretion descent annotate in 4th line of the data block. Switch all arrivals to Sector 14.




Synopsis: ZFW Center Controller reported receiving a handoff of an aircraft believed to be descending. The pilots had been issued discretion descent which delayed the descent; causing a confliction with opposite direction traffic.
Date: 201210
Local time of day: 0601-1200
Location: MIA.Airport, FL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B MIA
ATC / advisory: Tower MIA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Procedure; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Cleared for take off at MIA Runway 08R. At around 110 KTS Tower instructed 'B737-800 abort'. The First Officer and jumpseater repeated the command as I initiated the rejected take off. Max brakes and spoiler deployed as I went into reverse. I disconnected the auto brakes and stowed the reversers in about 3-5 seconds since we had quickly slowed to taxi speed. We cleared the runway and were told by ATC; 'Sorry ; there was a false indication of a runway incursion.' We contacted the Company and Maintenance for further assistance.  The runway incursion system should be fixed.




Synopsis: MIA Air Carrier departure described an ATC directed aborted take off reportedly due to an ATC equipment 'false alarm;' the reporter encouraging a readjustment of the subject equipment.
Date: 201911
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Fuselage
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Logbook Entry; Procedure
Primary problem: Procedure

Narrative: On walk around Captain noted paint missing within the RVSM critical area on the Right Side nose fuselage. The appearance is a long horizontal line approximately 2 in. wide by 18 in. long within the RVSM (Reduced Vertical Separation Minimum) critical area which appears to have been machine blended to remove paint peeling. A write-up defect was not easily identifiable; however Maintenance reference defect # XXXXXXX from the [Inbound Leg].  This write up does NOT note the location/damage as being within the RVSM critical area or meeting the inspection guidelines for RVSM inspection.It is very probable the inspection is compliant. The write-up; to eliminate ground delays; [should] specify the damage is within the RVSM critical area and passes inspection; since aircrew generally are not aware of locations such as 'between frame 11; 12 at floor level.'




Synopsis: Captain reported finding paint damage in an RVSM critical area that had not been documented correctly nor repaired correctly.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot-Static System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: Sometime on descent between FL290 and FL240; got numerous indications of pitot static icing; including IAS comparator alert on both PFDs. Airspeed on Captain's side indicated approximately 30 knots higher than FO (First Officer); and 20 knots higher than STBY. Autopilot and Autothrottles were inoperative. Ran QRH for AIRSPEED UNRELIABLE. On final approach at 2000 FT; all indications returned to normal. Landed uneventfully.My impression was that the pitot static anti-icing systems seemed unable to keep up with high demand of heavy rain and low temperature; even though no icing was evident on the windscreen. Maintenance record after our write-up indicates that debris was found in the RH and AUX Pitot Systems.Increase heating ability of pitot static system. I am sure pitot system inspections are normally adequate; but perhaps the interval for such inspections should be looked at.


Second narrative: On descent I noticed an airspeed comparator indication on PFD 2 and then PFD 1. I informed the Captain and picked up the QRH. At this time I noticed numerous level 2 alerts and level 1 alerts. The autopilot; auto throttle and flight director systems tripped off.I ran and complied with the Airspeed Unreliable checklist in the QRH. An uneventful landing was made. Icing up of the Pitot Static system.


Synopsis: Air Carrier flight crew reported IAS anomalies; probably due to pitot static icing.
Date: 202103
Weather elements / visibility: Wave
Aircraft: B787 Dreamliner Undifferentiated or Other Model
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: Pneumatic Duct Fire/Overheat Warning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; 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 Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: At FL380; in smooth air; we encountered a sudden non-mountainous wave. We encountered fluctuations in speed up to plus and minus 25 knots (roughly M88 to M78) and altitude deviations of up to 300-400 feet. Rates of climb and descent reached 1800 feet per minute. Event lasted for about a minute before we descended with clearance to FL360. The aircraft over speed was probably by a few knots; but not over 5 knots.




Synopsis: Air Carrier Flight Crew reported a sudden non-mountainous wave activity in cruise.
Date: 201912
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending through about 7000 ft. MSL in IMC; PM (Pilot Monitoring) noticed his airspeed immediately dropped to 100 kias. PF (Pilot Flying) Airspeed was normal. PM was also PIC. PM immediately pushed power up and closed [the] throttles. At this point I saw the IAS disagree light and determined my IAS was correct. I disconnected [the] autopilot; said my aircraft and attempted to rejoin the STAR. During the event airspeed accelerated to almost 300 kias. We received a frequency change and slowed back to 250 kias. ATC did not notice the airspeed deviation. The CA (Captain) airspeed indicator recovered after about 40 seconds and worked for the remainder of the flight.Something caused the CA airspeed indicator to malfunction. The startle factor caused the Captain to assume [the] worst case and push power up before we were able to determine that his indicator was malfunctioning. By the time we knew all the information we had accelerated above 250 knots.




Synopsis: B737-800 First Officer reported the Captains airspeed indicator malfunctioned on the descent.
Date: 202106
Local time of day: 1801-2400
Location: ZZZ.Airport, US
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Postflight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Once on the ground parked in ZZZ1 both the First Officer and I noticed a powered wheel chair being taken out of the forward cargo bay. We were not informed of this wheel chair and it was also not listed correctly in our cargo load report. There were only bags listed.




Synopsis: Captain reported undocumented transport of Hazmat cargo.