elihoole/asrs-aviation-reports huggingface dataset:
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Icing; Rain
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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We] shut down an engine in flight due to loss of oil pressure indication in the right (starboard) side engine. Upon landing; the engine cowl on the effected engine was removed by a local field mechanic for inspection and it appeared the oil cap had not been secured properly causing a loss of engine oil and subsequently oil pressure. During the flight; my co-captain and I both discussed the matter and collectively decided an engine shut down was the prudent thing to do. We had two indications; both a low oil pressure indication and soon after an oil pressure light. As a safety precaution after finding acceptable weather along our immediate route; we agreed to and diverted into [a nearby alternate] on the one operating engine. Weather was acceptable for the ILS approach and we executed an uneventful ILS approach to a landing. We both noticed that even though we had hoped to salvage the engine with an inflight shutdown; the engine continued to rotate at approximately 30% rpm due to the aerodynamic loads on the engine at the velocity we traveled. This continual rotation caused the engine to seize near the downwind portion of our pattern for conducting the ILS approach. This low freewheeling rpm most likely kept the engine from a possible catastrophic de-containment. Immediately after the landing; we made sure our first priority was to the safety and security of our passengers who were put on another flight to their ultimate destination. We did not declare an emergency because we did not see the event as an actual in-flight emergency. ATC treated the event as an inflight emergency and provided us with priority handling. We had fire trucks standing by and fortunately; none of the local airport emergency services were needed.




Synopsis: Westwind Captain diverted to a nearby alternate after an inflight shutdown of the right engine. This was due to a loss of oil pressure later traced to failure to replace the oil cap.
Date: 202007
Local time of day: 0601-1200
Location: ORL.Airport, FL
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Final Approach
Airspace: Class D ORL
ATC / advisory: Tower ORL
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were the second aircraft on final when Tower told the plane in front of us; Aircraft Y; to turn left to rejoin the downwind with no explanation as to why; even though we had been making right traffic. He continued to give directions to other aircraft telling them to turn left but never said my tail number of Aircraft X; so I was confused as to what was going on. Aircraft Y continued to ask how they were supposed to rejoin the downwind since they were asked to turn the opposite direction; all while there was a jet on final. Finally; Tower exclaims for me; Aircraft X; to turn left to get out of their way. Aircraft Y however was much closer as they had crossed the final to rejoin the opposite downwind; so Aircraft Y and the jet had a near midair collision. I believe this event happened because of a mix up in tail numbers and giving the smaller planes confusing directions.




Synopsis: C172 pilot reported an NMAC with two other aircraft in a traffic pattern.
Date: 201208
Local time of day: 0601-1200
Location: NEW.Airport, LA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower NEW
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Distraction; Situational Awareness; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Airport; Chart Or Publication
Primary problem: Airport

Narrative: I was given taxi instructions from the FBO ramp. Taxi to 36L via F and B; hold short of 36L. As I was approaching 36L I was looking for a place to perform my run-up. Taxiway F sort of turns into Taxiway B and the signage is a bit confusing and difficult to pick up. I asked the Controller if I could perform my run-up here and she asked if I could turn left from my present position. It didn't look like a run-up area to me and I rolled slowly forward looking for a better spot. The Controller then told me to STOP which I did and evidently I had crossed the hold short line. I was then told to cross 36L and perform the run-up on the west side of the runway. I was then advised a deviation had occurred and was told to call the Tower when I landed. I contacted the Tower Supervisor. He acknowledged that they've had trouble at that spot in the past and noted that another pilot did the same about 30 minutes after my deviation. Also my passenger in the right seat is a rated pilot; not current; but he did not see the hold short line as well. I believe Taxiway F should not blend in with B. It would be less confusing to taxi via F to 36L without the B transition. Also the signage and striping could be improved for easier readability.




Synopsis: A pilot crossed the NEW Runway 36L hold short line on Taxiway B because the hold short point is so far from the runway it was not identified and he was confused by the signage when Taxiway F morphed into Taxiway B.
Date: 201507
Local time of day: 1201-1800
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class A ZZZZ
ATC / advisory: Center ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Not 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 Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The pertinent flight data at the time the event was first discovered follows: the flight was in the climb phase; the speed was 200 KIAS; the aircraft was leveled off at FL220 and not the filed FL400 which was no longer feasible.Shortly after departure; a high oil pressure indication occurred on the number 1 engine. The value observed was an AMBER 48 PSI while the CLIMB lights for both engines were illuminated. Thrust was reduced on the number 1 engine from 95.1% N1 to 80% N1. The oil pressure value slowly reduced to 45-46 PSI for several seconds and then began to increase to an AMBER 48 PSI once again. After a few seconds; the AMBER indication turned to RED. So another engine number 1 thrust reduction was performed to 60% N1. The same decrease-increase oil pressure results occurred. So another engine number 1 thrust reduction was performed to flight idle. A similar decrease-increase oil pressure result occurred except this time a RED 49-50 PSI indication persisted. At this moment; we elected to execute the INFLIGHT ENGINE SHUTDOWN QRC. We then elected to proceed to our destination and [advise ATC of our situation.] The remaining enroute; approach; and landing phases were uneventful. Also; we did not require any emergency services from airport operations. Please note after a careful review of the existing work records in the aircraft log book; this 'oil pressure' anomaly has existed [for over three months] and has been documented on 9 different work records including today's discovery. This is nothing short of outrageous.




Synopsis: Hawker 800XP Captain reported an inflight shut down following a high oil pressure problem. Reporter stated the issue had been written up nine times over the last three months.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Human Factors

Narrative: The PIAT is a small lightweight aircraft. When landing at Runway XX at ZZZ the front tire blew. The aircraft had landed on the runway and looked as if everything was normal but then the aircraft became airborne again. This could've been due to a gust of wind that lifted the aircraft. It could've been the fact that Runway XX starts off as a flat runway and then slopes downward. Either way if you are in an aircraft that likes to glide recognize the risk for becoming airborne again. It didn't take much to blow the front tire; I was airborne for maybe 1/2 a second or less and then made contact with the runway again. The PIAT aircraft does not have individual brakes on the main tires (unlike a Cessna 172); it has one brake lever that operates the brakes in unison. If for some reason your nose wheel blows you should anticipate uncontrollable turn. I used full right rudder and applied full brakes to avoid going off the runway; but we still drifted left. At the same time of sliding down the runway I shut off mags to stop the propeller from spinning (minimizing risk and moving parts). I did this because I knew that the nose was low to the ground thus making the ground clearance on the propeller low. This all happened within 1/2 a second; meaning time to go-around was not an option. If you are in an aircraft that is a natural glider be careful on landings not to become airborne again. If you do become airborne again and can recognize it fast going around would be your best choice.




Synopsis: PIAT (Light Sport Aircraft) pilot reported the aircraft became airborne for 1/2 a second after touchdown due to possible gusts resulting in a blown front tire; loss of aircraft control; and a near runway excursion.
Date: 202101
Local time of day: 1201-1800
Location: T75.TRACON, MO
Aircraft: Cessna Citation Mustang (C510)
Operator: Recreational / Hobbyist (UAS)
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Initial Approach
Airspace: Class E ZKC
ATC / advisory: TRACON T75
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: The Satellite position had just been combined with Departure during a relatively slow traffic period. Shortly after assuming control of their traffic an aircraft went NORDO on a heading for an approach. While trying to reestablish communications with the aircraft; Aircraft X was on a vector for the ILS approach into a different airport. The data tag had already been accepted by Tower; so when the new controller assumed the traffic; the tag had already been turned a separate color than usual. Aircraft X was given a descent to 2;100 feet by the previous controller. During the attempts to reestablish communication with the NORDO aircraft; Aircraft X ended up skirting the boundary of a 2;600 foot Minimum Vectoring Altitude at 2;100 feet before making the turn back for the approach. No other aircraft were affected. After an aircraft data tag is highlighted green; there should be a way to turn the color of the aircraft back to white.




Synopsis: TRACON Controller reported shortly after assuming a combined sector an aircraft in that sector descended below the Minimum Vectoring Altitude.
Date: 201908
Local time of day: 0001-0600
Location: BWI.Airport, MD
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: Tower BWI
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Distraction; Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Acting as Pilot Flying I noticed that the flaps were not deploying when I was commanding flap settings during a visual approach backup by an ILS approach. I therefore executed a go-around and transferred controls once stabilized and level at 2;000 ft. I [advised ATC] and then completed the QRH Trailing Edge Flap Disagree and Non-Routine Landing Considerations checklists. Once configured flaps 15 per QRH we executed a visual approach backed up by an RNAV (GPS) approach. I then cleared the runway and made a PA to the passengers. I proceeded to the gate and we completed all checklists and AML (Aircraft Maintenance Log) entries. I called Dispatch to answer all questions that he had as well as talked with local Maintenance.


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


Synopsis: B737-8 flight crew reported a trailing edge flap malfunction that resulted in a go-around followed by a partial flap landing.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: My student began a descent from 6;500 feet MSL to ZZZ. Passing through 3;000 feet MSL; mixtures were placed full forward and fuel pumps turned on. When retarding the throttles lower than 15 inches of manifold pressure; the right engine failed; resulting in [requesting priority handling] with the tower and proceeding straight into Runway XX. After about 30-45 seconds with all engine controls in the full power position (throttle; propeller controls; and mixtures) the right engine started producing power again; but any power reduction below 15 inches of manifold pressure would cause the engine to sputter as if it would shut down again. Aircraft was brought over the runway and right engine power was only reduced once we were sure we could make the runway with no further incident. Once on the ground; the engine was able to maintain power with no further incident. Inspection of the bottom of the engine cowl by the cowl flap showed fresh oil that has been blowing backward under the wing. My student and I then removed the upper engine cowl; and saw no visible oil on the engine; magnetos; etc; but did see oil resting on the lower engine cowl inside the engine compartment.




Synopsis: Instructor pilot reported loss of engine power on descent and continued to landing at the destination airport.
Date: 202110
Local time of day: 0601-1200
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise at FL360 the First Officer and I felt a pressurization change in our ears. We checked the overhead pressurization panel and saw that the cabin climb indicator was indicating a rapidly climbing cabin. The cabin altitude indicator was also increasing. We donned our oxygen masks and I elected to follow the Rapid Depressurization Checklist in the QRH. We [requested priority handling] and were cleared to descend. We descended to 10;000 ft. then completed the remaining normal procedures checklist before diverting to ZZZ. One major factor in the event was crew communication in the cockpit. With the speakers on and the breathing noises carrying over the interphone we had to repeat ourselves numerous times increased the workload of the event. Reading the checklist and verifying the actions combined with ATC instructions; the Flight Attendant briefing and announcements to the passengers proved to be challenging. Another factor was the decision to go with the checklist that I felt was the safest for the passengers and crew. I felt that taking any extra time to look at the other checklists that may apply would be time consuming and compromise our margin of safety. [I suggest] reviewing and using oxygen masks in the simulator more.




Synopsis: B737 Captain reported a cabin pressure malfunction which caused them to initiate an immediate descent and divert to a precautionary landing.
Date: 201207
Local time of day: 1801-2400
Location: CYYZ.Airport, ON
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower CYYZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Training / Qualification; Communication Breakdown; Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: After landing 24L; we were instructed to hold short of 24R. As we were taxiing; Tower told us to stop where we were; and asked us if we saw the hold bars. We said we did not. They said we taxied beyond the hold bar. Tower then cleared us to cross 24R. The hold bar was apparently much farther from the actual runway than we realized and we did not recognize it as the hold short position for 24R. No conflict mentioned or observed.


Second narrative: I rolled past the line and stopped well clear of 24R. The hold short line was not near 24R; it was back on the exit lane. [Need to] have more experience using this high speed exit at CYYZ. Have a red lighted hold short line.


Synopsis: An Air Carrier crew failed to recognize the CYYZ Runway 24R hold short lines after exiting Runway 24L because they were located unusually far from the runway.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 1
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cockpit Window
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: After discussion with the FO; we chose to go around due primarily to poor visibility through the forward windows in heavy rain. We met all the parameters to continue to land; but somewhere on final my FO; using excellent CRM said 'Are you good with this?' We continued until it became clear that the heavy rain and blurry windshield was likely to persist until touchdown. We executed a normal go-around; got better conditions; and landed uneventfully. Our event was very similar to an event in [a company bulletin]; and I thought the recommendation to recoat the windows periodically was a good one. Going down final I was thinking of the occasional airliner that slides off the runway in Southeast Asia in a heavy rainstorm; and the FO verbalizing his concern helped me/us make the right decision. It was one of the very few times in my career where I went around; just because it didn't feel right.If we can't do something to improve the windshields performance in heavy rain; we should at least add a paragraph to the AOM (Aircraft Operations Manual) describing the blurring due to rain; and encouraging a go-around.




Synopsis: B737 Captain reported a go-around was executed due to a blurred vision through the windshield caused by heavy rain.