elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 MAX 8
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Engine Air Starter
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors; Logbook Entry; MEL; Procedure
Primary problem: Logbook Entry

Narrative: In ZZZ; I reviewed the logbook before powering up the aircraft.  It was an originator at XA:00. I looked at the page that was tucked in and three pages back in the history. The open write up was four pages back: 'No.1 ENG starter did not cutout'.  The same Pilot made another logbook entry for MAINT light but skipped a page (one blank page between the two entries).  Apparently ZZZ Maintenance addressed the MAINT light write up (which was the last open write up) and missed the previous write up (the one in question) that was two pages back. The Captain reviewed the logbook as well but missed the page with the open write up. At least three people missed the open write up due to the page that was skipped: Mechanic; Captain and First Officer. Once we landed in ZZZ1; we got the MAINT light ON and called Contract Maintenance. The Captain started reviewing all Maintenance history for the aircraft when he found the Page with the open write up.  After the issue with the MAINT light was cleared; Maintenance Control issued MEL for the starter switch. The switch was operating normally before and after the MEL was issued. Flight to ZZZ1 left late.Sequence of logbook pages:MAINT light ON; X-XX-XX; by #XXXXXSkipped (blank)No1 ENG starter did not cutout (open write); X-XX-XX; by #XXXXXMAINT light ON;X-XX-XX; by #XXXXXComply with W/O... X-XX-XX; by MXMAINT light ON; X-XX-XX; by us at ZZZ1.


Second narrative: We missed an open write up from the previous day which was covered by the folded cardboard separator and behind a blank logbook page. When we landed in ZZZ1; I was writing up another Maintenance problem when I noticed the mistake. I passed the information on to Contract Maintenance and Company Maintenance Operations. The (# 1 engine starter did not cutout) write up on page XXXXXXX was MEL'd and the blank logbook page was voided.


Synopsis: B737 MAX 8 flight crew reported overlooking an open maintenance entry in the aircraft logbook and operating the aircraft.
Date: 202101
Aircraft: B767 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
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; 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: We were in cruise flight in smooth air with the autopilot on and flying our cost index profile. The Captain was on his rest break. I was the non flying pilot in the left seat; and the Flying First Officer was in the right seat. We were at 37;000 ft. and M.83 in smooth air when the airspeed started climbing as we encountered a mountain wave. The flying First Officer immediately began to reduce the throttles and came all the way to idle as the airspeed kept increasing. At this point; I asked if he would like me to deploy the speedbrakes to assist in the effort to keep the aircraft from over speeding. I began deploying the speedbrakes; but the aircraft accelerated slightly above maximum operating to M.875. We maintained idle thrust and speed brakes until clear of the mountain wave.We then submitted a PIREP electronically and also notified ATC who said we were the first report. However; shortly thereafter another aircraft also reported mountain wave activity. Total airspeed fluctuation was plus or minus about 15 to 20 kts.




Synopsis: B767 First Officer reported the aircraft encountered mountain wave turbulence causing a speed increase above the maximum operating speed.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Workload; Human-Machine Interface
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Contributing factors: Human Factors; Company Policy; Environment - Non Weather Related
Primary problem: Company Policy

Narrative: Company Flight Operations is not providing the proper equipment for pilots to complete their jobs. I started updating my EFB (Electronic Flight Bag) time using lounge WiFi; as allowed per FOM; 'pilot Lounges have WiFi that may be used to update charts and e-documents on the EFB.' While there is a note that states; 'However there may be times when multiple pilots are downloading large charting and document databases simultaneously; which may increase download times.' I was the only pilot in the lounge at the time. I monitored the EFB download; and left my EFB in the lounge completing its download; while I arrived at the aircraft prior to 30-minutes before push. I completed my preflight duties. I returned to the lounge at 46 minutes later to get my EFB as I expected it to be complete downloading the updates required for flight.As it was still downloading updates; I checked out a loaner EFB; to comply with FOM policies. When I left the lounge the EFB was still in the process of downloading EFB updates. I felt extreme scheduling pressure as Flight Operations had informed me that delaying a flight for departure was unacceptable for EFB updates. I was told Company gave me the ability to use my privately owned WiFi or cellular data to update my EFB. Company needs to increase the download speed of their internet connection. It should not take in excess of an hour to update the EFB. If this is the case; then Company should give Pilots more cellular data so they can complete the updates in the 24-hours prior to departure. Company cannot expect Pilots to provide WiFi connection or cellular data to complete their mandated updates. Checking out a loaner EFB is not truly a solution either; as the Pilot will not be certain they have read all the Read Before Fly documents since their last flight. Also; all the notes or EFB bookmarks will not be available for quick access on the loaner EFB.




Synopsis: Air carrier Captain reported it took too long to download updates to the Electronic Flight Bag due to insufficient WiFi in the pilots's Lounge.
Date: 201402
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: PC-12
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
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: After takeoff and climbing to 2;100 FT; the Tower transferred us to Departure. Departure told us to turn to a heading of 180 degrees and climb to an altitude of 5;000 FT. While passing through approximately 4;000 to 4;200 FT; Departure called traffic at 12 o'clock; a B747 crossing right to left; descending to 6;000 FT and advised us on possible wake turbulence. At this point; I was still hand flying the plane. I slowed my ascent and pulled back the power slightly. I thought that if I were more than 1;500 below the crossing B747; we would cross under the wake. I did not believe that the wake would descend at a rate that would affect our flight. The TCAS indicated that the B747 was still descending at the point where we would cross. I estimate the crossing to be a 90 degree intercept. As we passed under the path of the B747; our altitude was about 4;600 FT. It was then that our plane entered one sudden and severe downward push. There was no roll movement. Before and after the wake encounter; we were in smooth air. I called ATC and told them we encountered wake turbulence and that we were slowing to check the aircraft. The plane responded normally to all inputs and the engine gauges also indicated no problems. I asked my co-pilot to check our one passenger within approximately 15 seconds of the encounter. The passenger said that he bumped his head but he was ok. I believe that our aircraft hit the bottom of the wake turbulence since we were only pushed down. There was no roll or upward movement.




Synopsis: PC-12 Captain reported encountering wake turbulence during climb from a B747 crossing their path about 1;500 FT above them.
Date: 201606
Local time of day: 0601-1200
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SNA
ATC / advisory: Tower SNA
Aircraft component: Traffic Collision Avoidance System (TCAS)
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: While on a visual approach for Runway 20R and after being cleared to land; with the autopilot engaged and flying the ILS; a primary target appeared to be under me and crossing from my right to left. The target quickly changed from yellow to red and the aural TCAS alert to 'Climb; Climb' annunciated. I turned off the autopilot and initiated a pitch attitude to bring the rate of climb to the green area of resolution on the VSI. Then; as quickly as it appeared; the target was gone. Being single pilot and on short final; I didn't have the presence of mind to report to ATC the RA. Once on the ground; I asked ground control for a number to the tower. Upon my call to tower; I explained what had happened. They said there is 'an avionics shop about in the vicinity' of where I received the RA. They said it has been an issue in the past; but they are unable to predict when to caution pilots of this anomaly as it is sporadic and infrequent. The controller confirmed the active controller recalled my clearance to land and confirmed (through the individual I was on the phone with) that there was no traffic under me during my final approach.




Synopsis: A corporate pilot reported receiving a TCAS climb RA at 1;000 feet on the SNA Runway 20 visual approach. After landing he learned an avionics shop in the vicinity of his alert causes occasional false TCAS alerts.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation X (C750)
Operator: Fractional
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pre-flight control check seemed normal. Upon rotation noticed excessive force required to rotate. During initial climb-out confirmed pitch force was much higher than normal. Suspected pitch feel system malfunction but no corresponding CAS message was displayed. Leveled off at intermediate altitude and requested course deviation from Departure Control to remain close to shoreline. Ran abnormal procedures checklist which directed stabilized landing as soon as possible. Contacted Chief Pilot using iPhone [calling] application. Indicated intention to continue on current heading to diversion airport as its heading and distance would allow for a stabilized descent with no turns necessary to align with landing runway. Chief Pilot agreed; transferred call to Dispatch for a re-release to diversion airport. Call was on hold for five minutes; then call dropped. Attempted to re-establish call but the application would not function properly and was unable to place call. Due to proximity to diversion airport discontinued attempts to contact Dispatch for re-release and accomplished uneventful landing. While no action would prevent this type of random mechanical failure; the reliability of the [calling] application could be improved. During the period the [calling] application was unable to make a call; other electronic cockpit devices were able to connect to the aircraft's Wi-Fi system and access the internet. With [calling application] being the only available option for cockpit to ground telephone communications; its reliability is of great importance.




Synopsis: CE750 Captain experiences stiff elevator controls during rotation and in flight. Communication with the company is difficult using an iPhone and the aircraft Wi-Fi system during the diversion to a suitable airport.
Date: 201702
Location: BCT.Airport, FL
Aircraft: No Aircraft
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Fractional
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: The charts for the GPS to runways 5 and 23 at BCT both contain a note that states that BARO VNAV is not authorized when using PBI altimeter (note 4 on the GPS 5 and note 5 on GPS 23). Both approaches have a note on the LNAV/VNAV minimums that adjusts the minimums when using PBI altimeter. So; the question is this: can you or can you not fly the approach using VNAV when using PBI altimeter? As currently written it would appear not. With the increase in activity at BCT when the presidential TFR is in place; operations using PBI's altimeter are very possible.




Synopsis: A pilot reported chart confusion regarding the LNAV/VNAV BCT RNAV (GPS) Runway 5 and RNAV (GPS) Y Runway 23 approaches when local altimeter is unavailable. The charts appear to permit a PBI Airport altimeter to higher approach minimums.
Date: 201503
Location: ZFW.ARTCC, TX
Weather elements / visibility: Turbulence
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: Flight encountered light occasional moderate turbulence at FL320. Descended to FL250 where they encountered severe turbulence vicinity IRW (Will Rogers). Downdrafts at FL250 resulted in a TCAS RA with another aircraft that required a further descent to satisfy the RA. Flight continued out of turbulence and landed safely at destination. No injuries reported. Flight in question entered severe turbulence with descending out of FL320 to escape LGT OCNL MOD turbulence only to encounter SEV turbulence at FL250.




Synopsis: A Dispatcher reports an A319 under his control encountering severe turbulence descending out of FL320 near IRW.
Date: 201201
Local time of day: 1201-1800
Location: SBA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C SBA
ATC / advisory: Tower SBA
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Approaching SBA along the shoreline from the north for landing; Tower instructed us to make a right circle off College Point for spacing from a small aircraft turning short final on Runway 15L. We were to land on the same runway from the opposite direction; Runway 33R. I informed Tower I had the small aircraft on final in sight before we began the circle; but lost it while making the orbit. After the circle; Tower did not provide instruction; so I asked if we should continue to circle and Tower responded with; 'Clear to Land 33R; remain south of Runway 25.' We continued toward the airport. Shortly thereafter I saw a small aircraft taxiing on the airport near we were going to be parking; thinking it was the plane Tower just cleared to land and I informed Tower I had the aircraft down there; to which he responded Roger. I then heard Tower instruct an aircraft to make an early left crosswind and became concerned; since we were on short final and was not told about a departing aircraft. I looked up ahead and saw the departing aircraft on the upwind on a collision course with us and showed the pilot flying; in order to take evasive action; putting us less than 150 FT from the traffic. We made a quick descent and left turn to avoid the plane and the plane made a sharp climb. As this was happening; the Tower Controller told the plane; the traffic was no factor. The Tower should never have cleared us to land on the same runway as the plane was departing. It seems the Tower Controller; after the clearance was issued; may have thought my reference to the taxiing aircraft pertained to the upwind traffic; but the clearance should never have been issued in the first place. A subsequent call to the Tower revealed the Controller was a Trainee.




Synopsis: An aircraft on approach to SBA Runway 33R circled to provide distance from an aircraft landing Runway 15L. Then when the trainee Controller cleared them to land 33R they had near miss with another aircraft departing 15L.
Date: 201506
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Aircraft component: Heads-Up Display
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Training / Qualification; Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: Human Factors

Narrative: On visual approach to runway 07R Approach Control offered and clearance was accepted for visual approach to 07L.  The transition to a 07L visual was accomplished using the HUD while ILS FREQ selected.  No glideslope was available and approach continued. A GPWS 'pull up' alert occurs; correction made and landed uneventfully.


Second narrative: Cleared 7R; changed to 7L. Put new frequencies in and did not get an IDENT. No localizer or glideslope. Put new approach in the FMS. Fully configured by 1000 feet. Fast and a little high; Captain flying a visual approach with HUD. Got a 'pull up' alert from the GPWS and Captain corrected. Landed uneventfully. Weather was a few clouds and 10 mile visibility.


Synopsis: A B737-800 crew on approach to Runway 07R at PHX in VMC was cleared to continue on 7L; but when selected the 7L appeared out of service. The Captain flying the HUD was a little fast and high during the approach. Later; a GPWS 'PULL UP' alert was received to which the Captain corrects and lands uneventfully.