elihoole/asrs-aviation-reports huggingface dataset:
Date: 201812
Local time of day: 0001-0600
Location: UNV.Airport, NY
Flight conditions: IMC
Light: Dawn
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 ZNY
ATC / advisory: Center ZNY
Aircraft component: Landing Gear
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: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We were [climbing] out through 4;000 feet when I noticed that the aircraft [began to] vibrate. At first I did not think anything of it; but then [it] got worse. I checked our engine parameters and everything was normal. The vibration gauge was fine. A few seconds later three caution messages appeared. Bleed misconfig; parking brake; and one other one I don't remember. Passing through 5;000 feet I noticed we were going 250 knots and that the gear handle was up; but the gear indications were still green and in the down position. The vibration was from exceeding the aircraft limitations of the gear down speed. We slowed; leveled off at 7;000 feet and did our checklists. After that the gear came up fine and continued to [destination]. The messages went out after the gear was brought up. The Captain wrote it up. Never seeing such a fail before; so I thought we were stalling or the engines might fail. Check speed with flaps or gear indications.




Synopsis: CRJ-200 First Officer reported noting increasing vibration in flight that was related to the landing gear still being extended even with the gear handle in the up position.
Date: 202102
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Airport; Human Factors; Weather
Primary problem: Airport

Narrative: Runway was extremely slick. There was nothing on the METAR or the NOTAMs that indicated the braking action. The 210 overran the runway end by 8 feet. Local Airport Manager and his handyman helped push it aircraft onto the pavement. The maintenance personnel after looking at the airplane deemed nothing was wrong so [I] departed for destination airport.  No anomalies or problems found with gear; no prop strike occurred.




Synopsis: C210 pilot reported running off the end of the slick runway after landing.
Date: 201305
Local time of day: 0001-0600
Location: ZAN.ARTCC, AK
Aircraft: Saab 340 Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class E ZAN
ATC / advisory: Center ZAN
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Air Carrier X inbound to DUT for the GPS12 approach with work in progress on the runway. Prior to issuing the approach; I checked the current local NOTAMs and instead of the NOTAM for work in progress being listed; the NOTAM was changed to show that the runway was closed except with 30 minutes prior permission required and the aircraft was about 15 minutes from landing. I called ENA Radio to check on the status of the runway to see if we could get it open and was told by the Controller that the runway was actually still open with work in progress but because CDB Radio (who normally works DUT) was closed; the NOTAM office issued the runway closure NOTAM. Recommendation; NOTAMs should not be changed merely because one facility closes and another takes control of the airport.




Synopsis: ZAN Controller described a confused event when an issued NOTAM reflected incorrect information regarding airport status apparently due to confusion regarding ATC control authority.
Date: 201908
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B DFW
ATC / advisory: Ground DFW
Aircraft component: Nacelle/Pylon
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On taxi out received an ACARS message stating there was suspected damaged to the number 2 engine pylon. Returned to the gate and aircraft was placed out of service




Synopsis: B737-800 First Officer reported returning to gate due to suspected damage.
Date: 201909
Local time of day: 1201-1800
Location: MIA.TRACON, FL
Flight conditions: Marginal
Weather elements / visibility: Cloudy; Turbulence; 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZMA
ATC / advisory: TRACON MIA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Workload
Anomaly: ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure
Primary problem: Procedure

Narrative: I picked up my initial IFR clearance to ZZZ; and got a full reroute as expected. I taxied to the runway and completed my run-up; when ground advised that Miami TRACON gave me another full reroute. This did not make sense to me as it took me to the West Coast of Florida; then past ZZZ to the Northwest; then direct destination. I did not question the clearance since the departure was still ZZZ1 and the destination was still ZZZ. I departed; advising both Tower and Miami TRACON I would fuel critical due to the reroute (expecting to arrive at ZZZ with 1 hour of fuel).When I was switched to Departure; I asked if they could give me something more direct. I was on radar vectors at the time; heading 360. The Departure Controller advised me that I needed to speak up sooner since the clearance was not correct. She gave me a clearance via ZZZ VOR; then switched me to Palm Beach Approach. Palm Beach had no idea what was going on; since the route made no sense. They kept me on the 360 heading. They switched me again to the next Palm Beach Approach controller; who issued me another full reroute. I was on vectors still heading 360. They switched me to Miami Center; who said that no one was giving me a correct routing. He cleared me to ZZZ via [route.] This was the route I was expecting all along. When I asked the controller what had happened and why this was all messed up; he said that this was not my fault; and that my flight plan had gotten messed up somewhere in the system. The flight continued at that point to ZZZ uneventfully.The reason the 5 reroutes were dangerous was because I was single pilot IFR; without an autopilot; in and out of IMC (towering Cumulus and Cumulonimbus clouds); with moderate turbulence. I had to write down clearances on my knee board; reprogram the GPS 5 different times (all times with full reroutes); run checklists; all while maintaining positive control of the airplane (all without an autopilot). From this; I learned a big lesson. When something does not seem correct; it most likely is not correct. I should have spoken up on ground frequency when they issued my clearance up the West Coast.




Synopsis: PA-32R pilot reported weather and multiple route reassignments by ATC resulted in a high workload.
Date: 201912
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Distraction
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During my exterior preflight inspection; I found evidence of a bird strike on both the left propeller and the nose.  With all of the commotion surrounding the flight; I forgot to notify the Captain of this until we were about ready to push.  It was an honest mistake; and it simply got lost in everything else that was going on (delayed inbound aircraft; specials; etc.).  Once the Captain knew of this; he stopped the operation immediately and we had Contract Maintenance come out and do an inspection.There was no post-flight inspection done by the previous Captain...this could have gotten the ball rolling with Maintenance.  Moreover; I should have stopped what I was doing when I first saw evidence of the bird strike and notified the Captain immediately. That would have at least mitigated the Maintenance delay.




Synopsis: First Officer reported not relaying a bird strike to the Captain or Maintenance in a timely manner.
Date: 201903
Local time of day: 0001-0600
Location: CLE.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beechjet 400
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B CLE
ATC / advisory: TRACON CLE
Second aircraft: EMB ERJ 170/175 ER/LR
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Narrative:We were cleared to line up and wait Runway 24L at CLE as the preceding E170 began its takeoff roll. Just as it [became] airborne; CLE Tower cleared us for takeoff. As we accelerated down the runway; I commented that the spacing looked a little tight as the E170 could be seen climbing down range; still aligned with the runway. Our rotation and initial climb on the CAVVS2 SID was normal. As we climbed through approximately 2;500 feet MSL and began the left turn towards KYRIE (206 heading); we experienced a significant wake turbulence event. The aircraft rolled left about 25 degrees in 1 second; our rate of climb was temporarily reduced; and we ended up left of course. We offset to the left for a few miles without incident and then proceeded to KYRIE and resumed the departure. Several attempts were made to ATC to advise of the presumed encounter with the wake turbulence from the preceding E170 traffic.Probable Cause:The E170 was flying the GTLKE SID. Both the CAVVS and GTLKE SIDs share the same initial course before the GTLKE proceeds west and the CAVVS south-southwest. I was informed by the ATC Supervisor I spoke with at CLE Approach that spacing was legal (6;000 feet and preceding traffic airborne) for our departure. Weather conditions appear to have been favorable (light or no winds) for the wake turbulence to remain along the shared flight path between the 2 SIDs.Possible Solution:We could have asked for a delay on the runway prior to departing; however; CLE was in a single runway operation at the time so that may have been limited. Attempting to out-climb the preceding traffic to avoid the wake turbulence (we tried; but were close to max takeoff weight due to fuel onboard for a long flight).




Synopsis: Beechjet 400 First Officer reported a track deviation occurred departing CLE after encountering wake turbulence from preceding EMB-170.
Date: 201512
Local time of day: 1201-1800
Location: ASG.Airport, AR
Flight conditions: VMC
Light: Daylight
Aircraft: Aerobatic
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower ASG
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Chart Or Publication; Airport
Primary problem: Chart Or Publication

Narrative: I was cleared to taxi to Runway 18 via the west parallel taxiway. Weather was day VFR and there were no other aircraft operating at the airport at the time. While taxiing and accomplishing pre takeoff items; I failed to notice that there was a runway hold short line on the parallel taxiway. I was notified by ground control that I had taxied past the hold short line. The location of the hold short line on the parallel taxiway instead of adjacent to the runway is nonstandard and not depicted or noted on taxi diagrams. Recommend additional signage and notices in the FBO for the benefit of transient pilots; not to mention a call by ground.




Synopsis: Pilot taxied past hold short line without clearance. Reportedly; the hold short line is located unexpectedly distant on a parallel taxiway due to displaced threshold runway configuration. The hold short line is not depicted in airport diagrams.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-300
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: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Distraction; Workload; Human-Machine Interface
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; Flight Crew Inflight Shutdown; Flight Crew FLC complied w / Automation / Advisory; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 22;000 feet the aircraft suddenly yawed left with a faint thud noise. The thrust stopped abruptly. My first thought was the Yaw Damper kicked off or was malfunctioning.  Then when we realized the engine quit. I thought maybe it flamed out because of no perceived damage. The Captain immediately took control. I was inclined to run the Engine Failure/Shutdown Checklist leading to a relight as there was no overheat; no fire indication; no vibration; and N1 and N2 were turning.  We also had a deferred APU which complicated things just a bit. The Captain elected to run Engine Fire Severe Damage/Separation.  I facilitated with memory items (very fresh in my head having just got out of training) and the running of the QRH leading into the Single Engine Landing Checklist; while handling the radios with ATC and coordinating our return to ZZZ after we determined it was our closest suitable airport. Landed uneventfully.




Synopsis: A B737-300 engine failed during climb so after running the QRH; an emergency was declared and the flight returned to the departure airport for an uneventful landing.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing through approximately FL230. The aircraft shuddered and yawed while a loud report was heard from the aft of the aircraft. The Oil pressure warning came on and the instruments showed no oil pressure and no engine RPM's. The Engine Flameout Caution msg. came on. The Captain (PF) assumed the controls and the radios and the First Officer (PM) ran the checklist securing the Right Engine. ATC was notified and vectors were given to return. Once the aircraft was secured the flight attendant's were briefed and a PA was made informing the passengers of our situation and return. We were vectored for a visual single engine approach and landing with no further incident. ATC had rolled the equipment and they followed us to the gate. The procedures worked well and the aircraft flew very well. The outcome was never in doubt. The main thing I learned was that ATC's involvement can be a bad distraction. I finally had to tell them to give me a heading and 5 minutes to run the checklist. There was a lot to pay attention to and ATC's calls; vectors; descents and request for information; made it difficult to monitor the checklist procedures and finish my duties in a timely manner.




Synopsis: CRJ900 crew experienced an engine failure during climb and after the engine is secured; returns to the departure airport.
Date: 201412
Local time of day: 0601-1200
Location: ZHU.ARTCC, TX
Flight conditions: IMC
Weather elements / visibility: Thunderstorm
Light: Dawn
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZHU
ATC / advisory: Center ZHU
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 - Track / Heading All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: At some point less than an hour after takeoff we were confronted by a huge line of thunderstorms directly ahead and to the east/north east of our position. I am not sure why the Captain and Dispatcher did not seek an alternate route prior to our departure; perhaps the line of thunderstorms moved in an unanticipated manner. Approaching the line; the only safe way to continue; other than doing a 180 and returning to our departure airport; was to take a southerly deviation which took us more than 50 miles offshore on an aircraft that was not over-water equipped. We had a lot of fuel so that was not an issue at all. I don't approximately know exactly how far offshore we got because I was too busy making sure we did not get too close to these buildups. We were approximately 220 miles or so from MSY when we started the deviation. The plan was to skirt the south west side of the thunderstorms and this we did in safety and in smooth air. We reached MSY as planned; in fact we were able to stay east of MSY; and thereafter continued north to our previously filed route in an uneventful manner. The deviation added about 30 minutes to our scheduled flight plan time; with which the extra fuel was not an issue whatsoever. In lieu of the unexpected size; height; and extent of the line of thunderstorms; I believe this was by far the safest course of action in spite of the assumptive violation of the 50 mile rule.




Synopsis: An A320 flight crew facing unplanned thunderstorms; flew beyond 50NM offshore while circumnavigating the weather.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Oil Pressure Indication
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
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 Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a flight plan at 10;500 feet; I got an oil pressure low alert. Nearest airport was not too far so I turned in that direction. I reduced power and started a slow descent. However the leak was fast and within a few miles pressure dropped to below 10 PSI. At this point the engine started running rough so I shut down the engine and turned fuel flow off. I [advised] ATC and said I was going to land. ATC asked if I was going to pull the chute and I asked them to standby as I was looking at a road. I gave ATC my cell phone as they were going to lose radar contact. The road was a 4-lane road and the southbound side had no traffic at all. I saw no visible towers or wires so I lined up with the road. The prop froze at about 1;000 feet.Landing was essentially uneventful and after slowing down; I maneuvered the plane into the overrun (about 18 feet of paved overrun). Shutdown the electronics and exited the plane. No part of the plane protruded into the highway. Good samaritan called the local Police and between the local Police and the Highway Patrol; they simply decided that some cones along the edge of the highway to alert drivers was all that was needed. I remained with the plane until recovery was complete.




Synopsis: SR22 pilot reported an engine failure due to oil starvation.