elihoole/asrs-aviation-reports huggingface dataset:
Date: 201308
Local time of day: 1801-2400
Location: MEM.Airport, TN
Flight conditions: VMC
Weather elements / visibility: Windshear
Light: Night
Aircraft: DC-10 30
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class B MEM
ATC / advisory: Tower MEM
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
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: We were on a visual approach to MEM 36L behind a B777 approximately 4 miles in trail. While on the glideslope to 36L between 1;000 to 1;500 FT we [encountered] the wake of the preceding B777. Our Aircraft banked approximately 15 degrees right; then left; followed by a tail windshear warning then a head windshear warning. We executed a go-around followed by a normal landing. I am certain the windshear was the result of the significant wake turbulence from the B777.




Synopsis: Widebody Captain reported wake vortex encounter in trail of a B777 on approach to MEM.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Autofeather System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight began normally. We performed the first flight of the day checks in the run up area near the takeoff end of the runway. We completed all the required first flight of the day items including but not limited to the Autofeather System check. Once cleared onto the runway and lined up for takeoff I transferred controls to the First Officer who was the flying pilot for this leg; as we began the takeoff roll the auto feather failed to arm. I called for the takeoff to be aborted; we exited the runway. I notified ATC; called for the Aborted T/O Checklist; and notified the passengers and the Flight Attendant. I called Dispatch who handed me over to Maintenance; where I was instructed to attempt to reset the Autofeather System. It didn't work; and we were forced to return to the gate; deplane the passengers and contact Contract Maintenance. The flight was later canceled as a result of not being able to get the Autofeather System to arm.




Synopsis: A DHC-8-200 Captain rejected the first takeoff of the day because the Autofeather System did not arm even after it checked satisfactorily during the pre takeoff runup. The flight was canceled.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Minimum Equipment List (MEL)
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors; MEL
Primary problem: MEL

Narrative: Upon reaching an EMB-145 aircraft in ZZZ; I noticed MEL 21-51-001 on the Release. As per my preflight duties I looked up this MEL in the MEL book and read the Flight Crew Operating Procedures. As per the MEL; the only things listed in this section were 'Do not operate aircraft above FL250' and 'NOTE: The EICAS advisory message (Bleed) BLD 1 (2) VLV CLSD may be displayed.' After reading this I checked the EICAS screen and noticed that there was an 'amber' Pack 1 OVLD message. Since this is not included in the MEL; I proceeded to call Maintenance Control and was told by them it was an associated message for this MEL and that the MEL needed to be revised to show it. This MEL needs clarification if it is true that the Pack 1 OVLD message is associated to MEL 21-51-001; then this MEL needs to be revised to show that to prevent confusion; and increase safety. Wind conditions: gusts.




Synopsis: During preflight; a Captain on an EMB-145 aircraft notices an 'amber' Pack-1 OVLD EICAS message that was not listed on the aircraft's Release Document as an associated message for an MEL 21-51-001 deferral.
Date: 201704
Local time of day: 0601-1200
Location: SNA.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload; Distraction; Human-Machine Interface; Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: This RNAV arrival has a descent from ROADE intersection between FL190 and 17000 ft to PHIYA intersection which had a restriction at or below 13000. 11.3 miles between fixes. Even if ROADE is selected as a hard 17000 foot altitude; you can't make it to PHIYA at 13000 feet. If ATC slows you down; problem is worse. Who designs these things; anyway? Certainly not someone who flies a 737. Told ATC unable to descend via. Gave alternative instructions. Told us they've also reported this arrival as unsatisfactory; no fix.




Synopsis: B737 Captain reported the DSNEE 1 Arrival into SNA with a 4;000 ft descent over 11.3 NM is not well designed.
Date: 201912
Local time of day: 1801-2400
Location: ZSE.ARTCC, WA
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: I split off sector 10 to work the LMT fighter aircraft into Juniper and Goose airspace. One of the aircraft already in the sector was Aircraft X. He was already a bit abnormal because he had requested 11;500 feet as an IFR altitude from the previous controller who assigned him block 11;000 to 12;000 feet instead. He was on a route to miss the Goose airspace and called to say he had encountered moderate rime icing and needed to get lower. I gave him the lowest altitude I could (10;200 feet). He then asked for vectors to get back to the north and I gave him the best heading I could in the area. I observed him descend below 10;200 ft. and I told him I showed him low and asked him if he was still showing level 10;200 feet. He replied that he was unable to maintain that altitude but had continued to descend and was below the clouds with ground contact. Instead of issuing a low altitude alert; I began advising him of what all of the obstructions in his area were and what the nearest airport. It was not a conscious decision not to issue the alert; I just did what I thought was best for the aircraft at the time. He had made it clear that he was unable to maintain his altitude and I let him know what was out there for him. In hindsight; I still believe this was the right call because if he had been issued the low altitude alert; he likely would have panicked and attempted to climb and been right back in the moderate rime icing he reported. In his descent; he was able to get clear of the clouds; below the icing level and cancel IFR to proceed on to ZZZ. He was also in an area that has very poor radio coverage so each transmission was crucial. I wanted him to have all of the information about the surrounding terrain.He landed safely. I understand what the book says to do in this situation and I am fully aware that I will probably get a Record of Conference for not issuing the alert.This was unavoidable.




Synopsis: ZSE Center Controller reported an aircraft was forced to descend below MVA to escape icing conditions.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was flying with student to perform pre-checkride tasks. Checked weather and had flight following to ZZZ. We did 3 touch and goes on Runway XX with winds calm. In the right downwind; I visually cleared the XX final and traffic pattern and simulated an engine failure to see if the student would elect to and successfully land on the crossing runway. We began a slip towards the runway and did a go around at midfield at 10 ft AGL. At that point while scanning for traffic on the go around leg; I saw a skydiver at 11 o clock on a converging course. I immediately made a low altitude maneuver with 20 flaps to avoid and to overfly Runway XX putting the skydiver at 6 o'clock to create separation. I attempted to radio the drop zone and UNICOM to no avail. We checked back on with ATC and they had not spoken to any jump planes; nor did we hear any announcements on CTAF as we would have expected. The jumper had no radio despite radios being required via the chart supplement. Luckily I saw him or this would have been bad.




Synopsis: C172 instructor pilot reported flying with 800 feet of a skydiver who was apparently operating without announcing intentions on CTAF.
Date: 201308
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: On descent/arrival; at approximately FL250; the right (Number 2) Engine Fire Warning light illuminated with the corresponding bell. The First Officer was the Pilot Flying and accomplished the immediate action items. Prior to shutdown; there were no abnormal indications on the Number 2 engine. We declared an emergency with Center and indicated our intention to land at destination. We accomplished the Engine Fire; Severe Damage; Separation Checklist and the Single Engine Landing Checklist. I briefly informed the flight attendants that we had shut down an engine; but that there was no immediate concern. I also informed the Passengers of the same; while comforting them that the aircraft flies fine on one engine; and that we would be landing shortly. We received vectors to final and then were cleared a visual approach. We flew the prescribed 15 flap approach and landed uneventfully. We cleared the runway and had the fire crews inspected the engine. Once cleared by the Fire Chief; we taxied to the gate and deplaned the passengers. As a note; this was our second flight on this aircraft this morning. Prior to the first flight; the fire detection panel tested 'bad' on the B loop for the Number 2 engine. We had the B loop deferred prior to that flight. I believe this plane had a faulty fire detection system.




Synopsis: B737 Captain experiences a right engine fire warning during descent with the First Officer flying. The engine is shut down in accordance with QRH procedures and the flight continues to destination for a single engine landing. The Captain believes the warning was false as the B loop had been deferred prior to the first flight of the day.
Date: 201704
Local time of day: 1801-2400
Location: ORD.Airport, IL
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: Autopilot
Component problem: Malfunctioning
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 - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Departing 4L; flaps 15; full power 1.57 EPR; Gusty winds out of 030 at 19 kts gusting 31 kts. Moderate rain and wet runway. Captain flying; I was the pilot monitoring. A B747 departed prior. There was adequate separation for our departure. We [experienced] a normal takeoff roll and liftoff. After positive rate; Captain called it out and asked gear up and then heading select. I did as such; turning commenced at about 500 feet AGL. Our climb rate was significant. Through 800 feet and closer to 1000 feet captain called VNAV; brief pause; flaps 5. I selected VNAV; the power reduced. Our positive speed trend reduced and our airspeed was reducing. The climb became greater and through about 2500 feet the IRO called out VNAV; VNAV disengaged. I saw ALT CAP as the FMA and called it as such. The command bars displayed an even further pitch up attitude and the airspeed degraded even further and is now entering the yellow band (Low Speed Va). The speed trend was still degrading further; I callout 'AIRSPEED AIRSPEED!' The Captain and I pushed the nose forward to break the negative speed trend. The aircraft accelerated; and we continued normal ops.




Synopsis: B767 First Officer reported airspeed degraded during their initial climb when the autopilot aggressively pitched up.
Date: 201302
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: First Officer had flown into SFO more frequently than I had. We arrived from the North. I have always arrived from the South. First Officer suggested North arrivals usually get Runway 28L; while Southern arrivals usually get runway 28R. This tracked with my experience; as I have generally arrived from the South; and have been assigned Runway 28R. We briefed three approach options: The ILS 28L; the Quiet Bridge Visual from Menlo to 28L; and the Tipp Toe Visual from Menlo to 28L. While still North of San Francisco; we were vectored to the East; passing overhead downtown SFO and over the bay toward Oakland. We were told to expect right base to Runway 28R. We briefed ILS 28R along with the FMS Bridge Visual to Runway 28R. On base we were cleared for a visual approach to Runway 28L; followed by a side-step to 28R at 1;000 AGL. All of this transpired below 10;000 feet. Not a way to run a railroad.




Synopsis: SFO Air Carrier arrival from the North anticipating a specific runway assignment and vector was somewhat surprised with ATC handling and the frequent runway changes below ten thousand feet.
Date: 201706
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While the passengers were boarding; the Number 1 Flight Attendant told me a passenger yelled at her in front of the first class passengers. She wanted the passenger removed. I was hesitant thinking it was just an outburst. I received another report from a male flight attendant saying she wanted help with her bag. The flight attendant told her he does not put passenger bags in the overhead. She told him [this company] does not want to help her because she is black. I told him just tell her to behave. We pushed back from the gate. I got a call saying the passenger would not turn off the cell phone and she was calling to make a complaint. I told him; ok; I am going to make a PA. During the PA I said; if the passenger using the phone does not turn it off we were going to go back to the gate.I didn't hear another complaint until we were deplaning. I was told she was complaining and trying to get other passengers riled up during the flight. She was recording the flight attendants during their service. When she was getting off she said it was the worst flight she had ever been on; and what kind of landing was that? The first officer said she was cursing and complaining all the way into the building. I was worried about an incident like the flight where the passenger refused to deplane and was dragged out. After the flight when I heard she was accusing [this company] of racism; recording the crew; and the crew saying she was looking for a confrontation it confirmed my suspicion.Maybe the woman was looking for compensation or celebrity status. A first officer gave me a good suggestion the same day. He said; if the passenger does not deplane; everyone must deplane. When everyone gets off. Allow everyone on except the unruly passenger. I think after 9/11 the passengers were very respectful of the crews. Since then; it has diminished.




Synopsis: B737 Captain reported they had an uncooperative passenger who was apparently attempting to provoke a reaction and receive compensation.
Date: 201305
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: On an IFR flight I began to experience intermittent radio outage which progressed to a point where I could not maintain contact with Approach Control. I obtained the ATIS at [destination] and knew the ceiling was reporting 600 FT overcast. My radios stopped completely and I was unable to contact Approach. Prior to this I set 7600 on my transponder. I then heard a transmission from the Coast Guard advising me that I was cleared for the ILS approach. This was the last transmission I heard.As I approached [destination]; I decided to begin a slow descent from 4;000 FT. I broke out at 650 FT and recognized the area. I proceeded to the airport on a heading of 360 with the aid of my portable GPS. The airport came in sight about 15 miles south of the field. I proceeded to the airport and landed without incident.I taxied to my hangar and on shutdown noted the alternator switch was in the OFF position. I charged the battery and the next morning the radios and systems worked perfectly well. I feel that human error was at work here. I started the engine on the battery switch; and failed to engage the alternator side. This resulted in a drained battery. I usually started the engine with both battery and alternator engaged; but that morning I started with the battery side only.




Synopsis: GA5 pilot on an IFR flight had a partial communication failure; but heard clearance for an ILS approach and landed successfully. Pilot discovered that the radio problem was due to failure to engage the alternator on startup.