elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: IAI1124/1124A Westwind
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Number Two engine oil started to fluctuate dropping towards the min. I briefed the passengers on the situation and at that point the oil pressure went below minimum and the Captain shut the engine down. ATC was alerted and a request to divert was authorized. The engine was shut down using the emergency procedure check list and the aircraft was landed. During the descent the N2 was wind milling at a high rate and between 14000 & 70000 and a strong vibration was felt in the aircraft.




Synopsis: IAI Westwind First Officer reported that the Number Two engine was shut down due to loss of oil pressure and a diversion was accomplished without incident.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm
Light: Dusk
Aircraft: PC-12
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Super King Air 300
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Airport; Human Factors; Weather
Primary problem: Human Factors

Narrative: Our day 8 had several factors leading up to the event which can be wholly described as extremely busy. Notable distractions were additional legs added as we were blocking out for our first leg; deteriorating weather; changing passenger show times to try and work around weather; and then ground/clearance/gate hold operations at ZZZ. As we were monitoring Gate Hold for a departure time; we were expecting at least an hour delay in addition to our 2 hour delay. I was making plans to call the company and cancel as duty wasn't going to work out when Gate Hold said they had a window to get us out early. I rushed to get passengers on board; and start the airplane to get on our way. As we taxied out the weather started to deteriorate southwest of the airport; our intended departure direction. We were given instructions to taxi to Runway XX and monitor Tower. We then pulled into the holding pad next to Aircraft Y; and appeared 3rd in line for departure. They cleared an airplane behind us for takeoff issuing an immediate turn north to avoid weather. As my First Officer and I were discussing a go/no go decision we were cleared for takeoff with an immediate turn to 360 to avoid weather. We agreed to depart and I applied normal taxi power to the airplane to enter Runway XX. As we passed Aircraft Y they communicated that we had hit them. I canceled my takeoff; and taxied back to the gate to assess any damage. I was contacted by local ARFF (Airport Rescue and Fire Fighting) and Airport Operations to issue a statement as to what happened. The aircraft suffered an inch or so long scrape to the left navigation light lens.




Synopsis: PC-12 Captain reported hitting another aircraft while taxiing for takeoff.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe
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: We were operating the last leg of a 4-day trip; I was PF. Climbing through 10;000 just after accelerating we received a triple chime and a 14th stage duct warning message for the right engine. I had the Captain perform the QRH while I took the radios. The QRH procedure had us reduce the right engine to idle; so I told ATC we would need to level off at 13;000 feet while we dealt with a mechanical issue. The Captain completed the QRH which instructed us to land at the nearest suitable airport. The Captain checked with the company about the malfunction/diversion via ACARS. Then the Captain and I discussed the matter and decided ZZZ airport was the closest and the runway would be more than adequate for the increased landing distance factor from the flaps 20 landing.The Captain then told Center that we would [like priority handling] and [are] diverting to ZZZ. We were cleared direct to ZZZ. The Captain briefed the flight attendants and passengers about the diversion/situation. We performed the prior to landing portion of the QRH; as well as the descent and approach check. I flew a visual approach and we stopped on the runway to have Air Rescue and Fire Fighting (ARFF) perform a visual inspection to ensure no bleed air leak or fire damage was occurring/present. Once we were given the all clear; we taxied to the terminal. No damage was observed on the post-flight inspection.




Synopsis: The CRJ-200 First Officer reported on a duct warning that led the crew to land at the nearest suitable airport.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: [We were] landing at a 3;000 FT airstrip with 100 FT trees on each end of runway. Upon landing; I determined that the aircraft could not be safely stopped by the end of the runway. I initiated a go-around with approximately 1;000 FT of runway left. While attempting to clear all of the trees; the left wing of the aircraft impacted with a tree branch. The event was due to my not having recognized the potential problem earlier; so that a go-around could be initiated earlier. I exhibited poor judgment under the circumstances. There were no other contributing factors.




Synopsis: SR20 pilot reports electing to go-around after touching down on a 3;000 FT runway with 1;000 FT remaining. The left wing contacts tree branches on the go-around. One hundred foot trees on both ends of the runway affected the approach and go-around.
Date: 201306
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Flying in a personal PA-18 Super Cub to a friend's cabin; I experienced an engine failure at 800 feet AGL.  I had just flown an initial overhead to the strip where another aircraft was landing. I proceeded northbound to let the other aircraft back taxi and exit the strip. Approximately 3 miles north of the strip I made a shallow bank right turn when the engine lost power; I checked the mixture full rich; primer closed; and pulled carb heat; by the time I got my hand to the fuel selector switch the engine and prop had stopped. I selected the right tank (13 gallons of fuel) and hit the starter. The starter would not engage and turn the prop over. I tried this three more times before I gave up and found a good spot to put the aircraft on the ground. I made my approach to the swamp bog; over some small trees and touched down approximately 50 feet past the last tree. Airspeed was around 50 KTS; I pulled full flaps. The swamp marsh provided good cushion for touch down and the 31' tires kept the airplane on top of the terrain. As I slowed down the marsh turned into a small bog and the airplane nosed over. It came to rest upside down with the tail sitting 4 feet in the air. The slow rotation and soft soil along with water did little damage to the aircraft. Because the aircraft had minimal damage; the NTSB considered it a forced landing incident. Preflight inspections found no Mechanical issues; and log books were up to date. Before starting the trip there were 5 gallons of fuel in the left tank; approximately 1/4 on the gage; and 3/4-full on the right (15 gallons). This was 2.5 hours of fuel. The flight plan called for a 15 minutes flight and the incident happened 12 minutes after takeoff.




Synopsis: PA18 pilot experiences engine failure during approach to a small airstrip.  The engine cannot be restarted before it is necessary to land in a bog short of the runway.  The aircraft flips as it slows but no damage or injuries are reported.
Date: 201403
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Recirculation Fan
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing thorough FL190 we noticed a faint electrical smoke odor. Based on a previous maintenance issue we decided to return to [our departure airport]. [We] declared an emergency with ATC and started a turn back. During the turn the odor escalated to visible smoke; [and we] quickly changed the destination to the nearest suitable airport. [The] Flight Attendant was informed of the situation and of a possible evacuation once on the ground. Landed gently; made first available turn off of the runway and stopped. Smoke was still present and the order was given to evacuate the airplane; within a few minutes CFR was present. No injuries were observed [and] passengers were escorted off of the grass to a building onsite. Memory items were quickly accomplished. Appropriate checklists were accomplished as well as directives from the AOM and FM were heeded.


Second narrative: Upon investigation after the event by Maintenance; I believe [the event] was due to a recirculation fan overload.


Synopsis: An EMB-145 flight crew declared an emergency; diverted to the nearest suitable airport; and evacuated all SOBs after experiencing smoke and electrical odors in the cockpit and cabin.
Date: 202104
Local time of day: 0601-1200
Location: ROA.Airport, VA
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ROA
ATC / advisory: TRACON ROA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: I was Pilot Monitoring on Aircraft X. The departure and cruise phases of flight were normal. The Pilot Flying briefed all of the appropriate items for the approach into ROA prior to our descent. We had discussed the mountainous terrain in the area and how we were going to request vectors to final for Runway 24. ATC had no issues with our request for vectors so they gave us turns for a base leg and a descent to 4;000 feet. I cannot remember exactly how far our base leg was from the runway but I believe it was in between HIBAN and PROSE. In anticipation of our base to final turn we had flaps 9 and gear down. At that point we had not left 4;000 feet and had not called the field in sight. As we were crossing over the mountains; the aircraft gave us a 'terrain terrain.' Since it was daytime and all of the terrain in the area was in sight and not a factor; we continued the approach. We then called the field in sight and landed safely. I believe we had over 1;000 feet clearance at the time of the incident.Aural alert of terrain.The aircraft thinking we were too close to terrain.Continued the approach visually without incident.A possible solution could be to provide flight crews a suggested path to follow when arriving into ROA during day VMC. We could have requested vectors for the full RNAV approach but that may have caused us to be placed too far out on the approach unnecessarily. We planned on receiving vectors and delaying our descent from 4;000 feet until we passed the terrain intentionally to avoid an aural alert from the aircraft. Another possible solution would be to cross over that terrain a little higher and either descend faster to reestablish or overshoot final slightly where there is no terrain in order to reestablish on final on glide path.




Synopsis: Air carrier Captain reported receiving a terrain warning on approach into ROA.
Date: 201705
Local time of day: 1201-1800
Location: DFW.Airport, TX
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DFW
Second aircraft: Medium Transport
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We landed on 17L at DFW. Given the standard Echo Sierra Route. On JS Ground was contacted. Given the clearance 'K' to the Ramp. I proceeded up to K12 to make the right and left turn to transition to 'K.'I was about half way into the right turn when the First Officer and I at the same time saw Aircraft Y on 'K' taxing at a brisk pace. I slammed on the brakes and stopped short of 'K.' Aircraft Y passed by without breaking pace.The passengers knew we had made an unusual stop. I taxied to [the] Gate without any more issues. I called ATC Ground control when I got into the terminal. I spoke with the Supervisor. He agreed that I was following his instructions; as was Aircraft Y; but Aircraft Y decided to join 'K' sooner; and pass me before I got on 'K.' Too close to be comfortable.


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


Synopsis: Air carrier flight crew reported a conflict with another aircraft while taxiing at DFW.
Date: 201603
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff and climbing through 10;000 feet we received an interphone call from the cabin. The #4 Flight Attendant (FA) said there was a burning smell coming from the aft cabin/galley area. We turned off the galley power and asked the FA to report if the smell subsided. She said it did. We continued the climb and consulted the QRH. The FA then called back and said the smell was now back and a haze was visible in the aft cabin. We then [advised ATC] and received clearance to return to [departure airport]. We completed the QRH procedures and normal checklists. We landed overweight. Airport Rescue and Fire Fighting checked out the aircraft after exiting the runway. The FA reported the smoke and fumes had subsided. We taxied back to the gate.


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


Synopsis: MD-80 flight crew reported returning to departure airport after the aft Flight Attendant called to report a strong burning odor in the aft galley.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
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 Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Out of 6;000 FT a Master Warning Tail Compartment High Indication came on. As the flying pilot I flew and took the radios while the First Officer ran the memory items and pulled out the checklist. After the 2 minutes we were unable to get the light out and continued to run the QRH. We isolated the leak to the left engine. We had no passengers on board and I had an FA go to the tail looking for fire indications.  Per the checklist we left the left engine at idle and declared an emergency and returned for a right traffic pattern. Emergency vehicles were standing by and followed us to the gate. I had the FA's plan for a possible forward evacuation if fire indications were communicated from Tower or emergency vehicles. A previous write up had been in the logbook for left engine ducting work and it seemed like the likely cause for the bleed leak.




Synopsis: MD-83 Captain experiences a Tail Compartment Temp High light climbing out of 6;000 FT. QRH procedures are complied with; an emergency is declared and flight returns to the departure airport with the left engine at idle per the chicklist.
Date: 201505
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Washington Center cleared us direct to STEVY (pronounced STEE-VEE by the Controller) waypoint along our filed route; but there was some static/background noise that made interpreting the fix name a little ambiguous. We both consulted the LEGS page of the FMC to see if there was a waypoint that looked like what we thought we heard. Seeing the waypoint GBEES further down the LEGS page (which we assumed is pronounced GEE-BEE-ZZZ); we concluded this was the fix ATC was referring to. I read back cleared direct GEE-BEE-ZZZ; with extra effort to articulate it clearly; and the Controller did not issue a correction. We brought GBEES to the top of the LEGS page and executed the route change. Approximately five minutes later the Controller asked us if we are still proceeding to STEVY waypoint (it was clearer that time); and we replied that we understood and read back direct to GBEES. The Controller said the original clearance was for STEVY; but that we were now cleared direct HNN VOR; further down our route.


Second narrative: I don't know if the miscommunication was between the first Controller and us; or if it was between the two Controllers.


Synopsis: B737-800 flight crew reported they misunderstood the Controller's clearance and a track deviation resulted.