elihoole/asrs-aviation-reports huggingface dataset:
Date: 201303
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: There is a continuous problem with Los Angeles Center frequency 132.5 between PMD and DAG. The squelch does not close on the radio when L.A. Center has completed transmitting. This has been a problem for years. The Center Controller; when I questioned him last month; said this was an ongoing problem for the last 10 years he has been a Controller. I switched the radios on my aircraft and the problem continues. I have to trip the mic button to get the squelch to close. Can't something be done with this recognized problem?




Synopsis: Corporate pilot voiced concern regarding the on-going radio problem with ZLA frequency 132.5 between PMD and DAG; noting the squelch does not close; preventing two-way communications with ATC.
Date: 201703
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent into ZZZZ for a scheduled fuel stop; we had Engine 3 oil pressure low; and gauge reading 0. We followed QRH procedures and shutdown number 3 engine as directed. We [advised ATC]. We flew a 2 engine visual approach backed up by the ILS. After landing we taxied to parking without any further incident.


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


Synopsis: MD-11 flight crew reported shutting down the number 3 engine due to low oil pressure.
Date: 201412
Local time of day: 0001-0600
Location: LWC.Airport, KS
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class E LWC
ATC / advisory: CTAF LWC; Center ZKC
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Procedure
Primary problem: Procedure

Narrative: While enroute to LWC; about 15 minutes before landing; ATC (ZKC) advised me of the current NOTAMS at LWC; which consisted of a crane located 1.8 miles south of the airport and a few unlighted towers which were consistent with the my briefing. 10 miles south of LWC I cancelled IFR and proceeded visually to airport; with a planned approach and landing on RWY 33. Approximately 1 mile from the runway I could see flashing yellow lights at the approach end of 33 not consistent with airport lighting. Approximately 1/2 mile from the approach end of RWY 33; I could see that a vehicle was on the runway at the approach end and a red X was placed at the threshold of the runway. I immediately abandoned the approach for 33 and circled to land on runway 19. On final approach to 19; I noticed a vehicle at the east edge of 19 at the intersection of 33 but clear of runway 19 and I performed a normal landing without further incident. No NOTAMs was issued for the closed runway; and airport vehicles were in hazardous areas for both 33 and 19. After landing I contacted; Kansas City Center and advise him of the closed runway. The controller was still unaware of the closure.




Synopsis: BE-33 pilot reported noticing on short final to LWC that his intended runway was closed; but it was not mentioned on NOTAMs; and ATC was unaware of the closure.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Jet/Long Ranger/206
Operator: Corporate
Operating under: Part 135
Flight plan: VFR
Mission: Ambulance
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Helicopter
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was flying a direct route from our base in ZZZ to pick-up a patient at the hospital in ZZZ1.  I was at 1;000 feet MSL with autopilot engaged.  I had noticed that there was another aircraft on TCAS about 10 NM from me but did not have a visual.  Their direction indicated that they were east of us and flying west (we were headed in a generally southern heading).  At 5 NM I alerted my crew that there was an aircraft out around the 10-11 o'clock position and that I did not have them in sight yet.  There was no response on frequency (a general helicopter frequency for avoidance and awareness).  We did finally get a visual confirmation at approximately 1 mile or so of separation (with them at our 10 o'clock position) and it appeared that we had converging vectors.  Still; nothing on the radio and they did appear to be maneuvering to avoid us. Turning would not have been sufficient to separate the aircraft so I began a rapid climb (over 500 FPM) and the aircraft passed directly underneath us with about 300 feet or so of vertical separation (we were rapidly climbing past 1;300 feet MSL).  Afterwards we still got no communication or acknowledgment from the other aircraft.




Synopsis: Pilot reported a NAMC with another aircraft.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Leading Edge Slat
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Situational Awareness; Communication Breakdown; Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: During preflight walkaround inspection; found that the left leading edge of wing had two extra vortilons. Called Maintenance and they couldn't find the original documentation of approval to operate with extra vortilons. The extra vortilons were from installation of a MAX leading edge.There should be a logbook note in the aircraft to give future Crews notice of this engineering authorization to operate in this configuration.


Second narrative: During pre-flight; FO (First Officer) noticed one wing had more vortilons than the other. We called Maintenance for further inspection. Maintenance concluded that a MAX slat was on an -800 NG. Maintenance was going to clear the aircraft on CDL (Configure Deviation List) for missing Vortilons. I was not comfortable with that assessment. I called Chief Pilot on call for further input. The Chief seemed as concerned as me and said he would investigate further. At this point there was no documentation proving that it was ok to have a different model slat or if this was a oversight by Maintenance. I decided; after discussing with FO that we wanted Company engineering to provide documentation as to the airworthiness of this -800 NG with a MAX slat; or provide us a different aircraft. Engineering cleared the aircraft (approximately one hour) and we reloaded Passengers. Airborne without further incident. Preventative Measures: Provide Maintenance info sticker inside logbook. This would mitigate confusion over an unusual aircraft configuration.


Synopsis: Flight Crew reported confusion when they discovered on preflight walk around that a MAX leading edge slat had been installed on a -800 aircraft. It was concluded to be an authorized part for service per the Boeing IPC.
Date: 201401
Local time of day: 0601-1200
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Fuel Booster Pump
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; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise; we noticed that the center tank was not feeding. Accomplished QRH that showed that the center tank pumps were not producing enough pressure to put out the fuel pressure lights. A hub airport was in front of us with the best weather around; so we diverted there. Not overweight; plenty of fuel remaining in the mains- no emergency declared.The last I heard; Maintenance could not determine the problem- the center tank pumps were working; just not enough pressure to feed fuel at anything close to a normal rate.




Synopsis: An MD-80 diverted to a nearby airport when the flight crew determined they were unable to access fuel in the center fuel tank due to low fuel pump pressure.
Date: 201402
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Weather; Aircraft
Primary problem: Weather

Narrative: Shortly after takeoff; we were struck by lightning. This was immediately followed by an engine exceedance level 1 alert on the Number 2 Engine and a FADEC maintenance alert. We reference the required publications/procedures. All engine indications were normal and we determined that we were safe to continue. Just prior to level off we got the level 2 Oil Filter Bypass alert. Again we ran the QRH procedures. The procedures resulted in the engine safely running at 47% N1. We discussed the situation and felt we were safe to continue to destination. During the cruise; we noticed that the Number 2 oil quantity was slowly decreasing. We again referenced the QRH and felt we were safe and legal to continue. As we were approaching the top of descent; we elected to do a precautionary shutdown - We thought there was enough oil to continue to landing; but didn't want a distraction during the landing phase if the oil completely depleted. We declared an emergency and Captain executed an ILS. [We] taxied to gate after landing. It looks like the lightning strike might have caused the FADEC to fail and the engine to exceed limitations. The exceedance caused physical damage to the engine and the gradual loss of oil quantity. Any thing I submit here would be a complete guess. I've never seen lightning cause this type of damage to an engine.




Synopsis: MD11 First Officer experiences a lightning strike during climb out causing an engine exceedance and a FADEC maintenance alert. At level off an Oil Filter Bypass alert is received and the engine thrust is reduced in compliance with QRH procedures. Engine oil quantity slowly decreases during cruise and the engine is shut down at the top of descent as a precaution. A two engine landing ensues.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Central Warning/Master Caution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
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 Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon approaching Runway for departure; completed a configuration scan ('flaps; gas; trim; speedbrake'- flaps 1; stab trim 6.5); successful takeoff Warning Horn check and Takeoff Checklist. Captain was the Pilot Flying. Upon reaching approximately 130 knots (V1 137 knots) we received a Takeoff Configuration Warning light and horn. Rejected the takeoff in accordance with flight operations manual guidance; 'aircraft unsafe/unable to fly'. Alerted ATC; passengers and FAs. Upon clearing the runway completed the Takeoff Configuration Warning Checklist (aircraft was properly configured for takeoff) and reviewed the Rejected Takeoff QRH guidance. Contacted Dispatch/Maintenance. Complied with brake cooling requirements and returned to the gate. Maintenance performed the necessary inspections and sign-offs. Departed uneventfully. Two other takeoffs were subsequently performed in said aircraft without incident.




Synopsis: B737 Captain reported rejecting the takeoff at 130 kts when they received a Takeoff Configuration Warning. The aircraft was properly configured and no faults were found by Maintenance.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after takeoff; on the initial climb at about 2;000 FT we smelled and saw a thick smoke coming from inside the cockpit. I asked the pilot not flying if he felt the same thing and when he answered that he did we started doing the 'smoke in the cockpit' emergency items. After declaring an emergency we returned to [departure] airport where an overweight landing was made. We had also a problem of communication between the pilot flying and the pilot not flying and also the Flight Attendant because the mic on the oxygen mask of the pilot not flying was not working properly. So the pilot flying had to fly the airplane and do the radio communication at the same time. Also we were only able to notify the Flight Attendant about an emergency and that we were returning to the airport but further communications were difficult due to the mic problem. After landing we taxied back to the gate under fire fighters escort. We then deplaned the passenger and a normal shutdown was done. The smoke in the cockpit was at first very thick but slowly dissipated as we were turning on final which made the landing uneventful. Also after landing we tried to get in contact with Operations but were unable to get in touch with them. Training and proficiency of crew member made this emergency very easy to handle. After finding out that the oxygen mask mic of the pilot not flying was not working we immediately came up with other means of communication as for example hand signal and as the smoke cleared up we were lifting our oxygen mask a little bit to be able to communicate.




Synopsis: EMB-145XR First Officer described seeing and smelling thick smoke on initial climb. Flight declared an emergency and returned to departure airport.
Date: 201410
Local time of day: 1201-1800
Location: ELP.Airport, TX
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ELP
ATC / advisory: TRACON ELP
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Air Traffic Control Provided Assistance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Aircraft X was on a visual approach to RWY 4 from the south east of ELP. I stopped Aircraft's descent at 060 due to a VFR aircraft that departed ELP and was on the same course as Aircraft X. I separated the two and canceled Aircraft X visual approach clearance. I gave Aircraft X a heading to fly but not an altitude to maintain and he flew in to a MVA that was higher than his altitude. Shortly after I issued Aircraft X an altitude to maintain that was above the MVA. Have to remember to issue an altitude and a heading when you take them off a approach.




Synopsis: ELP Controller sees a conflict between two aircraft and cancels approach clearance on one of the aircraft. The Controller then assigns the aircraft a heading that led the aircraft into an area with a higher MVA than the aircraft's current altitude.
Date: 201407
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Human-Machine Interface
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Aircraft; Human Factors; Airport
Primary problem: Ambiguous

Narrative: I departed on an IFR flight plan with the intention of canceling my IFR flight plan and picking up VFR flight following and diverting to my destination; a private strip; which I did. I cancelled VFR flight following when I started my descent for the strip. VFR conditions were present at both the departure airport and the destination.Upon arrival at the airstrip I flared and touched down. At this point a gust of wind hit me and pushed the plane back into the air. The plane then came back down; touched down firmly and 'porpoise' back into the air. It came down firmly a second time and I then 'held the airplane up' and let it settle back to the landing strip. At this point the wind had pushed me to the right side of the airstrip. The right main landing gear went off the airstrip into the adjacent grain field which had recently been plowed. At this point the soft dirt of the grain field 'sucked' or pulled me farther to the right of the airstrip into the grain field. We proceeded for approximately 150 feet in the grain field where the nose wheel finally 'dug in' and the airplane nosed over striking the left wingtip first then coming to rest on its top. My third class medical is current as well as the airworthiness and weight and balance for the airplane. As far as I am aware I was in no violation and was operating within the limits of the aircraft.




Synopsis: The pilot of a C-206T lost control after a firm; porpoise touchdown on a rural grass airstrip and ran off the side into plowed earth; ultimately rolling the aircraft onto its back.
Date: 201407
Local time of day: 1801-2400
Location: GDJ.Airport, TX
Weather elements / visibility: Clear; 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I pulled onto Granbury; TX (GDJ) runway 14; stopped and set the directional gyro. Just as I started my takeoff roll I saw a plane shadow come by followed by a yellow or orange cub or Aeronca that flew over and landed in front of me and stayed on the entire length of the runway.   I was monitoring the radio and had announced my intentions. The only thing I heard was while I was taxiing a helicopter announced entering a left downwind. I was watching for him. The helicopter came over the runway low and slow about the time I reached the taxi end. I did not hear a transmission from the cub or aeronca and I did not see him when I scanned the approach. He could have made a left base (right traffic) or whatever but I did not see or hear him. He flew directly over me some 25 feet above.I reported this to the Airport Manager and another airport employee. The other employee said there had been a Chief or Champ landing there with no radios.




Synopsis: C-170 pilot reported another aircraft flew over him with about 25 feet of clearance when he was in position on the runway at GDJ; a non-tower airport. The other aircraft reportedly was not equipped with a radio.