elihoole/asrs-aviation-reports huggingface dataset:
Date: 201508
Local time of day: 1201-1800
Location: KOA.Airport, HI
Light: Daylight
Aircraft: Global Express (BD700)
Flight plan: IFR
Flight phase: Descent
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I took over R 4/5 position from previous controller; Aircraft X was on an IFR flight plan and at the time DCT..ONOHI.VECKI8.KOA. Aircraft X had been cleared for the ILS approach by the previous controller. Aircraft X crossed ONOHI above 090 but descended below 088 prior to WANSI. An MSAW alert was triggered on the radar scope and the aircraft was observed as low as 068 about 3 miles north of WANSI. I advised to pilot that the Minimum IFR Altitude (MIA) on his route of flight was 088 and that after WANSI it became 040 but did not issue proper phraseology for a low altitude alert. The pilot halted his descent and then continued down after WANSI. Pilots seem confused by the VECKI8 arrival. This is not the first time I've seen a pilot descend below the MIA when cleared for the ILS in conjunction with this arrival. Also; pilots will often ask the controller to confirm altitude assignments along the arrival. I know that this is the pilot's responsibility to understand and comply with the STAR; but enough of them seem to have trouble with this arrival to suggest that maybe we should take a look at how the STAR is worded or depicted to pilots. It's becoming a systemic problem rather than associated with individual pilots.




Synopsis: HCF Controller reported of a problem that happens often with aircraft on the VECKI8 STAR to KOA. Pilots descend below the Minimum IFR Altitude when cleared for the ILS in conjunction with this arrival.
Date: 201711
Local time of day: 0601-1200
Location: IND.Airport, IN
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C IND
ATC / advisory: Tower IND
Second aircraft: Heavy Transport
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Environment - Non Weather Related; Procedure
Primary problem: Human Factors

Narrative: Was on approach to IND on 23L following a heavy. Winds were slightly gusty. Was fully configured above 1500 ft AGL. ATC cleared us to 3000 ft which brought me below the glideslope path from an intermediate fix to final approach fix. Bugged approach speed. Saw speed decreasing slightly below Vref but still within the bug. As I was correcting airspeed dropped approximately 10 kts and activated stick shaker. Disengaged the Autopilot and added thrust to return to Vref. Captain and I still felt stable as this occurred prior to the final approach fix in VMC conditions so we continued with the landing. Poor judgement when following a heavy. Should have bug Vref + 5 as well as stayed above glide slope to avoid wake as much as possible. Always bug Vref +5 when following a heavy.




Synopsis: CRJ-200 First Officer on approach to IND in trail of a heavy reported speed dropped 10 kts which triggered the stick shaker in a possible wake vortex encounter.
Date: 201812
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Taxiing out of SFO; ground control gave us instructions to taxi to 1L via A; F1; and B. There were delays on the taxi and we were holding on A for about 10 minutes; behind 2 other aircraft. Once we started moving; we continued on F1 and B. Once southbound on B taxiway; an aircraft made a turn from G to B (northbound). I flashed all my lights and they stopped. At that point; we were both stuck; as we were in some kind of standoff; head-to-head; with nowhere to go. Ground asked both of us if we could make a 180; but we both declined as we had no way to verify if we had enough room to complete a 180 without incident. Eventually; we got a tug to tow us back to F1; where we could make a turnoff and continue our taxi.Ground control was very busy at the time with ground traffic and accidentally gave the [other aircraft] ground instructions that would eventually conflict with the instructions we had received about 15 minutes earlier. Ground admitted the wrongdoing by later apologizing to us for the mix up. We did what we were instructed to do; so I could only surmise that the only thing we could have done is to pay close attention to all the other taxi instructions given to other aircraft; to ensure they don't conflict with our taxi instructions.




Synopsis: Air Carrier Captain reported Ground Control issued conflicting taxi instructions.
Date: 201503
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During arrival the improper altimeter setting was transposed onto the ATIS card. The actual altimeter was 29.87 and 29.57 was written down. The ILS approach was conducted and a missed approach occurred do to the aircraft being approximately 400 feet above DH when the missed approach was executed. The published missed approach was executed and as the aircraft leveled off at 2000 FT it was actually at 2400 FT. An updated altimeter was entered and the aircraft executed another approach and landed without incident.




Synopsis: B737 Captain reports a missed approach after attempting and ILS with the wrong altimeter setting. This results in the missed approach being initiated 400 feet above DH. The error is detected and corrected with the second approach being successful
Date: 201902
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Loss of fuel from the Right Fuel Tank during climb out. Fuel leak from the Right Engine.




Synopsis: B737-800 Captain reported fuel leak from Right Engine during climbout.
Date: 201409
Local time of day: 0001-0600
Location: CLT.Airport, NC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B CLT
ATC / advisory: TRACON CLT
Second aircraft: A320
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Second reporter function: Pilot Flying
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On takeoff from Runway 18L on the BUCKL 7 RNAV Departure we encountered wake turbulence from an A320 shortly after takeoff. The turbulence rolled us to the right on the departure. After we flew out of the turbulence we corrected back and resumed the departure.


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


Synopsis: B737-800 flight crew reported encountering wake turbulence on climbout from CLT that caused the aircraft to roll.
Date: 202007
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Passenger was refusing to wear face mask on flight. He harassed me several times throughout the flight because he did not want to wear a mask. The ground agents talked with him before door closure. They explained that its policy to wear a face mask. He was argumentative and said he had a disability. He said he called [the] airline before the flight and told them of his problem. He also said that [the] airline put the information in his profile. However; it was not in passenger profile. So I requested that he comply with airline policy and wear a facial mask. Also; Captain said that the passenger must comply with policy.




Synopsis: Flight Attendant reported a passenger refused to wear a mask during the flight.
Date: 201811
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Airplane had PACK 2 MEL'd as well as FDR on MEL. Flight to ZZZ went uneventful. Climbing out from ZZZ around 12;000 ft experienced a BLEED1 OV TEMP warning. We went to the QRH and accomplished the steps and before the end of the QRH it had resolved itself and stabilized. We elected to continue to [our destination] as the condition set forth was we still had 2 operative bleed systems. We continued our climb to FL240 and had leveled off in cruise. Not long after; the PM (Pilot Monitoring) who was a Line Check Pilot administering day one of my Captain OE noticed a cyan advisory message indicating PACK 1-2 VLV CLSD. Pack 2 closed is normal due to its MEL however pack 1 closing wasn't expected and shortly after we both noticed the cabin alt and cabin rate begin to rise indicating a loss of pressurization. We asked ATC for lower and ran the Rapid Cabin Depressurization QRC as a precaution; donning our masks; seatbelt sign already on; and began our descent down to 10;000. We wanted to better gauge the situation before declaring an emergency; however ATC [still gave us priority and cleared] the airspace around us to get down. During the descent we also got a BLEED 2 closed message. After leveling off at 10;000 we began to prepare for our diversion to ZZZ1. We ACARS dispatch and let them know and that [a problem had occurred]; and they let [Operations] in ZZZ1 know of our arrival. Due to excess fuel and weight; we vectored around for about 30 minutes to get under maximum structural landing weight; which we accomplished. Approach and landing to runway XX and parking into gate went uneventfully. We opted to divert to ZZZ1 due to icing conditions encountered and enroute; suitability; and close proximity to location.I've noticed a trend of single pack dispatched airplanes; which takes away redundancy on longer flights such as [this route]. Would like to see proactive management of pack and bleed system health throughout the fleet.




Synopsis: ERJ-145 pilot reported a pressurization problem due to air conditioning pack valve issues.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While still taxiing north on Bravo; we were cleared for takeoff. We checked the traffic on final and noticed an aircraft approaching. At that point; we couldn't tell if it was on final for [the left] or [center runway]. We completed the Takeoff Checklist and as we rounded to corner toward the runway; it began to look like the aircraft was on final for our runway. The First Officer vocalized his prospective that the aircraft on final appeared to be for our runway. Just after we crossed the hold short line; the First Officer said; 'Stop!' I stopped the aircraft immediately. About the same time; the aircraft on final asked the Tower if he was still cleared to land on [Runway] XXL or if the Tower wanted him to go around. The Tower said; 'Oh s**t; go around!' The aircraft went around and we waited for another takeoff clearance. Nothing further was said by the Tower (probably trying to recover from the error.) We were subsequently cleared for takeoff; took the runway and departed normally. ATC error clearing an aircraft for takeoff [with an aircraft] landing on the same runway.




Synopsis: ATC cleared a B737-800 for takeoff; but that flight crew thought an aircraft on approach was lined up on their runway. As they delayed ATC commanded the other aircraft to go around as that aircraft's crew questioned their landing clearance.
Date: 201812
Local time of day: 1801-2400
Location: FLL.Airport, FL
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class C FLL
ATC / advisory: Tower FLL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
Contributing factors: Company Policy; Human Factors; Staffing
Primary problem: Staffing

Narrative: It's beyond ridiculous that there would ever be only 1 person working the FLL Tower; I really don't care what time it is. Tower; Ground; and Ramp Control all handled by one human is unsafe. Like I said; it was fairly busy; but even if it wasn't; shouldn't there be a bare minimum of 2 people in the Tower for the same reasons we are required to have 2 people in the cockpit?




Synopsis: Air carrier Captain reported an unsafe situation when only one Tower Controller was operating all frequencies at the FLL Tower.
Date: 202008
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operating under: Part 91
Flight plan: None
Mission: Skydiving
Flight phase: Descent
Aircraft component: Powerplant Fuel Distribution
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent from a jump at 13;000 MSL; I noticed my fuel flow had dropped to zero. Finding that odd I added throttle to see if it would increase. Nothing happened and manifold pressure remained roughly the same. After determining that the engine may have failed; I ran the memory items - fuel fullest tank; as both isn't an option mixture; rich; prop control full forward circuit breakers in; fuel pump on and mags on both. The fuel flow remained at zero. Given the large amount of time during descent; I cycled mixture; fuel pump; and fuel selector hoping something would revive the engine. It surged to life briefly a few times but never ran. I also noted the fuel gauges were not reading empty. The dead stick landing was successful on Runway XX at ZZZ; and was able to hold enough momentum to clear the runway.After securing the airplane I took a few moments to collect myself. I then sticked both tanks and noticed there was 6-7 gallons in each tank. Airport Operations and the owner met me on the taxiway. The owner; reportedly a pilot and A&P; then entered the aircraft and attempted to start it. It ran for a few seconds before again; dying. He then stated it must be vapor locked given its behavior along with the incredibly hot day we were experiencing. Aircraft was towed back to the Ramp and allowed to cool. [It] will be inspected before [the] next flight. In the future I'll be more aware of proper leaning; CHT (Cylinder Head Temperature); EGT (Exhaust Gas Temperature) at altitude on high density altitude/temperature days; especially in these tired old jump planes.




Synopsis: Pilot reported loss of engine power resulting in an emergency landing.
Date: 201204
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZZ
Aircraft component: Fuel Booster Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Dispatched with one center tank fuel pump inoperative; unable to get fuel out of center tank and decided to return to departure airport. [We] coordinate with Dispatch and made overweight landing. Emergency was declared and CFR was requested. Smooth landing; CFR followed us to ramp stand parking; no hot brakes. [We] entered fuel system problem and overweight landing in to logbook. Maintenance accomplished overweight landing inspection. Flight was dispatched with wing tank fuel only and an intermediate fuel stop.




Synopsis: A B777 was dispatched with an inoperative center tank fuel pump. When unable to use center tank fuel via the remaining pump; the flight returned to departure airport for an overweight landing.
Date: 201506
Local time of day: 0601-1200
Location: EWR.Airport, NJ
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 EWR
ATC / advisory: TRACON N90
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a climbing right turn off the EWR1 Departure the captain who was the pilot monitoring and I noticed an unusual traffic return on our TCAS display. At 2;500 MSL in clear VFR conditions there was traffic at our nose and altitude at a range of 3 miles; however we did not see any traffic outside. We were assigned a turn to heading 040 and a climb to 7000 as we turned towards MERIT intersection. Shortly after we were given a resolution advisory to descend aggressively at a rate of 2;500 FPM. Although we never saw the traffic I followed the RA and made an aggressive flight idle descent from 2;500 feet. During the process we saw 'traffic no bearing' displayed on our TCAS. The RA stopped at 2000 FT MSL and I started a climbing turn towards our assignment. We never saw any traffic and the aircraft displayed disappeared as we neared the target head on. ATC also did not see any primary or secondary targets after we queried them. There were no other issues with the flight. In my opinion this was an automation error. The target showed [straight ahead] at our altitude and close range for a potential impact. Neither the captain nor I ever saw an airplane which seems unlikely considering the range of the target.




Synopsis: EMB-145LR First Officer reported responding to what was probably a false TCAS RA.