elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: King Air C90 E90
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Reversing
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Aircraft Aircraft Damaged; Aircraft Automation Overrode Flight Crew; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Upon landing; BETA was used to slow the aircraft. The aircraft suddenly yawed to the left very hard due to overspeed of the left engine in beta. The aircraft became uncontrollable and ran off the left side of the runway. The left propeller impacted a runway sign; damaging the sign and the left propeller and engine. Additionally; when the sign came apart; it damaged the leading edge of the left wing; scrapped the underside of the left wing and damaged the outboard left flap. No injuries or other known damage. There was a company employee in the copilot seat and a passenger in the cabin of the aircraft.The right engine had an apparently unauthorized repair to an oil access cap when one of the 4 studs had partially broken. The Mechanic had modified the cap by drilling down one of the stud holes in order for the nut to thread onto the remaining portion of the stud. Although this was not a contributing factor to the accident described; the cap should not have been modified to keep the aircraft flying. No leaks were observed from the cap; but the repair was unauthorized as was the ensuing flight. Contributing factors were the need to keep the aircraft and revenue going in a tight economy. New parts were ordered and obtained to make the proper repair.




Synopsis: During landing a BE-9L pilot selected BETA to help slow the aircraft but the left engine oversped causing the aircraft to exit the runway and strike a runway sign which damaged the left propeller; engine; leading edge and flap. No injuries resulted. Additionally; an unauthorized oil access cap repair had been made which did not contribute to the overspeed.
Date: 201906
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Flight conditions: Marginal
Weather elements / visibility: Thunderstorm; Rain
Light: Daylight
Aircraft: Commercial Fixed Wing
Flight plan: IFR
Flight phase: Descent; Cruise; Climb
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Weather; Company Policy; Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft were deviating east into our arrivals coming into MCO. We started to work internally within our own area. I heard the Controller at a sector request 15 miles in trail because of weather deviations off of MCO. Our Supervisor called the STMC (Supervisor Traffic Management Coordinator) on duty and was told that we did not need it. About 20 minutes later; I was relieved from conducting training at and relocated to the D-side of that sector. Shortly after taking the position; the Radar Controller told me see what the status of the 15 miles in trail was because she was receiving aircraft 8 miles and few with weather deviations. I called the TRACON Controller and asked him for 15 miles in trail on the aircraft following the two who were airborne and that we had a pending request through TMU (Traffic Management Unit). He kindly stated he would oblige. A TMC (Traffic Management Coordinator) happened to be in the area so I notified her that I had requested 15 miles in trail as a control instruction. I asked my Supervisor a second time what the status was of our in trail and he told me our STMC denied our request; stating we did not need it.When a Controller asks for miles in trail; they generally need something. 15 miles is not an egregious request; especially during weather and furthermore when departures and arrivals are flying through the same hole in the sky. At least give us 10 miles in trail to help us out with the weather deviations. This was the third request today that was 'denied' when in my humble opinion was warranted. Lately our STMCs have had a culture of not passing back restrictions; delegating responsibility of moving aircraft to the areas; and canceling restrictions that we need. We're all one team. When you approach them about your concerns; they tell you to leave and to filter your concerns through the appropriate channels. Conversations through those channels don't seem to be happening; and if they are they are seemingly falling upon deaf ears.




Synopsis: ZJX ARTCC Controller reported the Traffic Management Unit refused the Controller's request for flow control restrictions through their sector during weather deviations.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: DVFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Environment - Non Weather Related; Weather; Human Factors
Primary problem: Human Factors

Narrative: Normal approach with slightly higher final approach speed due to large wind/gusts spread reported as 7 knots gusting to 18 knots. Upon smooth touch down noticed there was almost no wind but a few seconds later; while braking was already in progress a strong gust slightly lifted the left wing allowing the left wheel to lock up and blow out the tire and tube. I tried to quickly leave the runway at a taxiway but the resulting 'curling' of the tire on the rim created a strong left pull which was impossible to counteract so that the airplane just went off the taxiway edge into the grass area.There was no damage other than the tire and tube. Lesson learned for this type airplane with the small main wheels particularly with gusty conditions one should delay ANY braking until the airspeed drops significantly to prevent locking of the wheel by the brake; no matter how much the Tower would like to expedite leaving the runway for traffic behind. The slightly higher airspeed due to gusty conditions with braking initiated just a tad too soon; was the reason for the wheel lock.




Synopsis: C182 Pilot reported a runway excursion following a tire failure due to excessive braking during landing.
Date: 201809
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise; Descent
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were at FL260 for cruise as it was advertised by a Center as a smoother ride. A subsequent ZZZ Center frequency cleared us to cross the ZZZZZ fix at FL180. ZZZZZ is not part of the RNAV Arrival. It was part of our cruise route of flight. Once sent over to ZZZ Center frequency; I reported 'Flight XXXX FL260; and cleared to cross ZZZZZ at FL 180.' ZZZ Center acknowledged checking on. A few moments later; the same ATC Controller said 'Flight XXXX; descend NOW to FL210.' The Pilot Flying and I both agreed this was a new cruise at FL210 and agreed we still needed to cross ZZZZZ at FL180. Due to frequency congestion; I could not get in a confirmation call that we were to continue to still cross ZZZZZ at FL180 until we were starting the descent out of FL210. At FL205; I did get a call in confirming our clearance to cross ZZZZZ at FL180. ZZZ Center said it was ok now for our descent; but a few seconds before that was not what he understood we were cleared. He later asked why we thought the ZZZZZ crossing was still in effect. I stated it was the 'descend NOW to FL210' (from FL260) that made it seem like a new cruise altitude was being assigned to the original ZZZZZ crossing.




Synopsis: B737 Captain reported an altitude deviation due to a communication breakdown with ATC.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Horizontal Stabilizer Trim
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Still in cruise just before descent we received both a STAB TRIM and MACH TRIM caution message. We complied with the QRH but the system would not reengage. As we started our descent we also began getting AP TRIM (NU and ND) caution messages. At this point I told the First Officer to tell ATC we would not be able to maintain the increased speed they wanted and we would do 250 KIAS. I also had the First Officer declare an emergency with them due to the uncertainty about how badly out of trim the aircraft was going to be when the autopilot was disengaged and as we went through configuration changes. We ran all our data for a flaps 20 landing per the QRH. As we began to slow for the downwind the autopilot was having real trouble maintaining altitude and began a descent and showed no signs of stopping. I disconnected the autopilot and flew the rest of the way manually. The aircraft required significant pulling forces to counteract the nose down tendency. As we added the flaps the pressure was less but still significant. The landing was safe and uneventful followed by a normal taxi in.




Synopsis: Just prior to descent; CRJ200 Captain experiences a STAB TRIM and MACH TRIM caution message. QRH procedures are complied with without success. An emergency is declared and the descent and downwind is flown with the autopilot engaged until it will not maintain altitude. The approach and landing are flown with significant back pressure required to a normal landing.
Date: 201308
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
ATC / advisory: UNICOM ZZZ
Aircraft component: Fuel Tank
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: After flight planning at the departure location; I calculated (based upon forecasted winds aloft) returning to base with 10 gallons [of fuel] which gives over 1 hour of orbiting fuel if necessary. However; as I was on approach; with the engine feeding from the right tank; as I was maneuvering for final; the engine lost power. I immediately switched tanks to the left tank. The electric fuel pump was already on so I swapped tanks and monitored the fuel pressure. The pressure rose momentarily and immediately dropped to zero. After informing other aircraft in the pattern; I proceeded to make a dead stick landing and was able to taxi clear of the runway. I could not get the engine to restart and was towed to the refueling location. After I refueled the aircraft to the tabs; the left tank took 13 gallons and the right took 14 gallons. The approximate gallon quantity to the tabs is 17 gallons. I was able to restart the engine and taxied to parking and secured the aircraft.




Synopsis: PA28 pilot reports engine failure during approach due to fuel starvation. A successful dead stick landing ensues.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance; Ground Event / Encounter Fuel Issue; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: This marked the first flight of this aircraft in over 2 years after an engine overhaul that simply took longer than expected. This first flight started with an engine start-up; a warm up in the Run-Up Area of ZZZ at Runway XXR; with a positive all-systems check and run-up according to the check-list; a subsequent high-speed taxi on Runway XXR and after a final check a careful first flight of a box-climb to 4;500 ft. directly over the ZZZ airport. The new engine performed flawlessly during all of these trials and all indications were good until the engine experienced loss of power and I was unable to get it to run with full power again. I called ATC and reported the loss of power along with a request to land back on Runway XXR which was granted by ATC. I descended; turned base-to-final and landed on Runway XXR without incident but with a stalled engine and couldn't exit the Runway until I got a requested tow from Operations Truck from ZZZ. Upon thorough inspection it turned out that the cause of the loss of power was fuel starvation and that there was no more remaining fuel in the airplane's tanks; while upon take-off there was an indicated 37 gallons remaining; which; under normal flying conditions and a 12.5 GPH fuel burn should've provided an almost 3 hour flight time; but my flight time was no more than 30 minutes. The last time I fueled the plane (top-off) was a 12 gallon fill-up back in 6 months ago; after which time the Fuel Totalizer had indicated 40 gallons available fuel. Trying to figure out how this was possible; either the plane lost fuel between the last fill-up that did not get indicated on the Fuel Totalizer; or the last fill-up was in fact not a fill-up.




Synopsis: Pilot reported fuel starvation caused engine power loss during climb; resulting in a return to the departure airport and a precautionary landing.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After completing the climb checklist; we were assigned a heading and were climbing to 4;000 feet. The right oil pressure gauge dropped to below 10 PSI. The oil temperature was already high; due to high temperatures at the airport. We immediately reduced power on the right engine. We notified ATC that we needed to fly on the same heading and level off at 4;000 feet; where we could run the checklist.While running the checklist; we determined that an engine shutdown would be required. We [let ATC know the situation] at this point; executed the emergency engine shutdown checklist and landed without incident.After exiting the taxiway; we were met by airport fire and rescue and evacuated the aircraft without incident.


Second narrative: [Report Narrative Contained No Additional Information.]


Synopsis: Pilots of a Beechcraft King Air experience an oil pressure and temperature issue; resulting in an inflight shutdown.
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 1
Light: Daylight
Aircraft: Viking/Turbo-Viking 17-30/31
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Returning from ZZZ1 to ZZZ2 via ZZZ3 and ZZZ4 most weather stations near ZZZ2 were reporting ceilings of 200 to 500 feet. ZZZ2 has no weather reporting; but since multiple airports were all reporting 400 feet or less; I did not expect to be able to get into ZZZ2 with its 690 foot minimum. I diverted to ZZZ5; which at the time was reporting 300 feet; and has RNAV and ILS minimums of 200 feet.I flew the RNAV XX but at the decision height of 200 feet; on course and on glideslope; I did not break out. I flew the missed approach and shortly after raising my landing gear; the alternator failed. At that point I asked Center for diversion to the nearest airport that was reporting at least 500 foot ceilings. They came back with ZZZ6; which was 42 KM and 20 plus minutes away. I proceeded there.I was in solid IMC and as my battery drained more and more I became more and more concerned. At that point I had not yet declared an emergency. But about half way between ZZZ5 and ZZZ6; my battery became so weak it would no longer drive my autopilot. The backup battery on my EFIS was showing a fairly rapid drop through 40%; so I became especially concerned. At that time; I advised ATC.I was able to successfully fly the RNAV XY; which had minimums of 400 feet and I broke right about at the decision height. I landed without incident. I couldn't find a phone number for Center; so phoned TRACON; who told me they would relay my cancellation to Center.




Synopsis: Bellanca Super Viking pilot reported that a generator failure in IMC resulted in a diversion.
Date: 201204
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Falcon 2000
Operating under: Part 91
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Inspector
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Logbook Write-up
Result: General Maintenance Action
Contributing factors: Aircraft; Equipment / Tooling; Human Factors; Logbook Entry
Primary problem: Equipment / Tooling

Narrative: Pilot squawk: 'During deployment of Captain's oxygen (O2) mask at FL430; a leak was discovered upon actuation of the red levers to inflate the harness. The leak was located on the right side; bottom hose at the attachment point where the O2 can be felt escaping'. Work Order (W/O) # XXX was opened and an O2 mask was ordered. An overhauled O2 crew mask was received in April 2012 (Part Number XXX-151) from Dassault Falcon to replace the defective unit installed on the aircraft. The Part Number ordered was the same as the previously installed unit. However; when the Technician checked the newly received unit over; he noticed the O2 supply line attached to the mask was not the same and did not have the flow indicator in-line as the previous unit had. The Technician brought this to my attention and I called Dassault Falcon to get some answers. A Dassault Falcon Technical Service Representative did some research and relayed to me that the O2 [Mask] unit that we received had the wrong supply hose installed and to return it to Dassault Falcon. I am suggesting that the Aircraft Manufacturer once again needs to be alerted of their quality escapes; [Quality Assurance breakdowns]; especially when is comes to oxygen related equipment.




Synopsis: A Base Inspector reports a Technician noticed an oxygen hose for a new crew O2 mask for the Captain's position on a Dassault Falcon 2000 aircraft; was not the same type of hose and did not have the in-line flow indicator as the previous unit had; even though the Part Numbers (P/N) were the same. Concerns raised again about the Manufacturer's Quality Assurance breakdowns involving oxygen related equipment.