elihoole/asrs-aviation-reports huggingface dataset:
Date: 201606
Local time of day: 0601-1200
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Engine stopped in midair and I landed on [a highway] with no incident and called [the] airport for a mechanic and fuel. It was delivered and the tech checked out the motor and found no problem; did find that fuel gauges are incorrect. Added fuel; restarted motor; ran up and tested; found no problems. I took off on highway and went to the airport that was 9 miles away with no problems.




Synopsis: C182 pilot reported landing on a highway after the engine quit because of fuel starvation.
Date: 201910
Local time of day: 0001-0600
Location: OAK.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C OAK
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Communication Breakdown
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the flying Pilot Flying. We were getting vectors from Approach for the ILS/Visual Approach. Approach had us set up on a base leg approximately eight miles southeast of a fix waiting for the intercept heading to join the final approach course. We queried Approach when we crossed the final approach course without further instruction. That's when we realized that #1 VHF was unknowingly or accidentally switch to Tower frequency. We were told; by Approach; to climb to 4000 ft. when we switched back. Approach vectored us back for the Visual Approach. The approach and landing was uneventful.


Second narrative: [Second narrative contains no additional information.]


Synopsis: B737 flight crew reported they inadvertently switched from Approach to Tower frequency and flew through the final approach course.
Date: 201907
Local time of day: 1201-1800
Location: TJZS.Airport, PR
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center TJZS
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; 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: Airspace Structure; Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: For some reason; looking at flight plan and always getting direct BEANO and the BEANO Arrival. I went to historic ops as we briefed and loaded arrival and approach to Runway 8; which connects; this has always been normal ops. On arrival; talking to Approach; we were asked which fix we were proceeding to. We advised 'MYLET'; he then cleared us to JORIL on Runway 8 ILS which was a no heading change. ATC asked if FMC programs the BEANO Arrival automatically because it has been happening a lot with everyone. No traffic issues. A phone call to Approach after gate arrival said NOTAM XX0070/13 says BEANO Arrival not available. I could not find this NOTAM on the Jepp FD; or looking under the International NOTAMs on WSI brief either; if you hit Arrivals no NOTAMs show active; and the BEANO 3 Arrival is still available in our Jepps. If you tap on Approach for runways it shows 2 NOTAMs which we reviewed.




Synopsis: Captain reported a missing or expired NOTAM concerning an Arrival Procedure into San Juan airport.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: EMB ERJ 140 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Failed
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: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Hydraulic System 1 failed in flight. We complied with all AOM emergency procedures and checklists; declared an emergency and conducted an uneventfully normal; flaps 45 landing.


Second narrative: Towed to gate.


Synopsis: An E-140 flight crew declared an emergency and landed uneventfully following loss of their Number One Hydraulic System.
Date: 202110
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; 4
Light: Night
Aircraft: PA-60 600 Aerostar
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Flight Instructor; Other Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In IMC at 10;000 feet; pilot noted; from left side of airplane; onset of low-level hum/noise and slight vibration; both of which continually increased at slow but consistent rate.  After 30 to 45 seconds; left engine quit abruptly without sound or further tactile indication. Pilot noted that left prop had ceased rotation and was in feather. Pilot immediately asked for priority; requested vectors to nearest long-runway airport; and ran engine-out emergency procedures. Pilot received vector to appropriate airport; commanded still-functioning autopilot to steer vectored heading; and flew aircraft single-engine for approximately 20 miles; landing without injury; damage or incident at vectored airport.




Synopsis: PA-60 Pilot reported that during cruise the left engine stopped abruptly and the propeller self-feathered. Pilot diverted to an appropriate airport and continued to a safe landing.
Date: 201506
Local time of day: 0601-1200
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B PHX
ATC / advisory: TRACON P50
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Situational Awareness; Distraction; Communication Breakdown; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; 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; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Climbing out of PHX on the SNOBL 2 SID; we received; 'Climb via the SNOBL 2 Departure except maintain FL 210.'  We misinterpreted the climb via clearance and deleted the 9;000 feet hold-down at GOALY.  At 9;000 feet; the Controller asked our altitude and directed a descent to 9;000 feet.  The aircraft reached 9;700 feet before starting down.  Prior to the hand off; the Controller said there was no loss of separation between us and another carrier's flight in the area.


Second narrative: After departing PHX; we were flying the SNOBL 2 RNAV Departure.  ATC cleared us to 'climb via the SNOBL 2 except maintain FL 190.'  As the Pilot Monitoring; I read back that same clearance.  I set 19;000 feet in the MCP and the Pilot Flying verified the altitude.  I proceeded to delete the 9;000 foot altitude restriction at GOALY on the departure.  I asked to verify the selection before I executed it on the FMS.  The Pilot Flying agreed and we executed the deletion. Passing 9;500 feet in the climb; ATC immediately notified us of our deviation and told us to descend to 9;000 feet.  We climbed to 9;700 feet before we could stop the climb.  Before we could begin our descent to 9;000 feet; ATC informed us that there was no separation loss and that we could continue our climb to FL 190.  As the Pilot Monitoring; I accept full responsibility for my altitude error in complying with the proper climb procedure for the clearance we were given.  Erroneously; I incorrectly deleted an altitude restriction in the FMS.  I have fully reviewed our training materials on this type of climb clearance and I clearly understand my error.


Synopsis: Pilots report of being issued a climb via clearance but do not climb via. Controllers issues the clearance but the pilots delete a crossing restriction and climb above it. The Controller has pilots descend to the crossing restriction altitude.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Aileron
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 35 - 40 minutes into the flight while on downwind we experienced a bouncing up and down of the aircraft - like a very fast light chop - a regular rhythmic motion at several times/ second. I saw that the right aileron was bouncing up and down at the trailing edge - oscillating. I then looked at the left aileron and saw that it was not bouncing up and down. Immediately; I told the pilot flying that we need to land the plane now. Intermittent; periodic oscillations continued to occur as we turned base; flaps 50% were deployed. Turn to final was completed and full flaps were deployed. Shortly after leveling from the turn to final the right aileron departed the aircraft.Control was maintained and the aircraft continued on final without incident. The NTSB was notified of the incident later that evening. Prior to the incident flight; a preflight walk around was completed with no damage; issues noted. I did a full deflection control check while taxiing out for takeoff. No issues in control feel or deflection were noted.




Synopsis: Flight Instructor flying SR20 reported aerodynamic flutter on aileron surface.
Date: 201810
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; Icing; Rain
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Propeller Ice System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Completed pre-flight and morning run-up all de-ice and anti-ice protection was functioning normally. Prior to departure I turned on prop anti-ice; stall heat; and pitot heat due to icing conditions aloft. On departure encountered heavy to moderate precipitation on departure; and continuous light chop with occasional moderate turbulence reported by [another aircraft] and myself. Upon climbing through 5;500 encountered trace icing. The icing grew in intensity through the climb through to 9;000 MSL; at which I requested a climb to 11;000 MSL. Center said they had the request and to wait for amplitude. During the cruise checklist I discovered the prop anti-ice switch breaker had tripped to the off position then reset it. After the completion of the checklist the switch breaker had deactivated the switch a second time. At this point in continuous light icing with moderate precipitation I [notified] ATC; advising them that I had a prop anti-ice protection failure and then reaffirmed that I was in icing conditions without anti-ice protection. I then requested a descent while activating the boots several times and increasing my available power in the descent [to] account for the degraded performance on the props. I descended to lower altitudes as advised by ATC and requested lowest available altitude do get out of the icing. When ATC assigned 5;300 MSL I left icing conditions into moderate precipitation; at about 5;400 icing stopped. Emergency vehicles were dispatched and standing by as well as followed us in to the gate. I advised all ATC; [Maintenance and Operations Control] about the situation. Post flight all passengers at gate were queried if they were ok and talked with ARFF (Airport Rescue and Fire Fighting) personnel; as well as discuss with [Operations Control and the Chief Pilot] and elected to end duty day due to IMSAFE checklist.Successful 'trip' of the PROP ANTI-ICE switch breaker to protect the electrical system from prop anti-ice failure.




Synopsis: C402 pilot reported propeller anti-ice system failed after entering icing conditions.
Date: 202008
Local time of day: 1201-1800
Location: SCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Military
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Joshua Approach called for an IFR handoff for Aircraft X. The scratch pad was parts pie; not indicating the destination but as it was a military flight I assumed they were landing [at] ZZZ and would be on the route north of the 11;700 MVA. On check in; [I] became aware that Approach had left the aircraft on [the Victor airway] at 11;000 ft.; putting the aircraft in the 11;700 MVA on initial contact. I issued a low altitude alert and [an] immediate climb to 12;000 ft. I still assumed he was landing [at] ZZZ because we had no other military facilities in the Area. I asked for a full route strip and the aircraft advised they were not landing [at] ZZZ but instead had [a different Victor airway]; ZZZ1; ZZZZZ; ZZZZZ1; [and then] ZZZ3 as a previously cleared route. Before I could reroute the aircraft; the flight cancelled IFR. There are many routes that are incomplete or incorrect from Joshua Approach to [our Approach]. It is expected that all aircraft will be cleared along a route that keeps them clear of the MVAs. 11;000 ft. on [the Victor airway] eastbound is below the MVA by 700 ft. At no time should Joshua Approach be clearing aircraft on [the Victor airway] at 11;000. Not only is this too low; but radar and radio communications are reduced in this area. Aircraft X had a difficult time hearing me and I did not know his intentions until 15 NM past his initial check in. Furthermore; this should have been a request. An enroute clearance such as this should be coordinated and discussed to avoid confusion and could have prevented entry into the higher MVA.




Synopsis: TRACON Controller reported the adjacent TRACON handed them off an aircraft on the wrong route and below the Minimum Vectoring Altitude.
Date: 201711
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A321
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: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing; with the Captain as PF (Pilot Flying) and while climbing through approximately FL200; the aircraft experienced a violent shudder followed by an ENG 2 STALL ECAM message. Approximately 20 seconds later; a second ECAM; ENG 2 EGT OVERLIMIT was displayed. Both ECAM advisories were intermittent. After following ECAM Methodology; we transferred controls; I was now PF and handling the radios. The number2 engine did not respond to throttle movement and it appeared to be in a failed state. As there is no procedure for an ENG 2 STALL ECAM; and the ENG 2 EGT OVERLIMIT ECAM was no longer displayed; the Captain elected to run the ENGINE 2 FAIL procedure in the QRH. I [notified] ATC and requested diversion back to [the departure airport]. We were extremely rushed as we were only about 50nm from the airport. Upon completion of the QRH procedure; we again transferred controls and the Captain was the PF with me handling the radios. We briefed the ILS approach; completed the normal approach checklist; and landed without incident. Immediately after exiting the runway; we shut down the number2 engine.




Synopsis: The First Officer of an A321 reported that during climb the aircraft experienced a violent shudder followed by an ENG STALL ECAM message.
Date: 201706
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C RNO
ATC / advisory: TRACON NCT
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: On initial descent into RNO from the north for a landing on RWY 34R; we are vectored to 200 HDG and given a hard altitude of 10000 ft to avoid a Cessna 172 that is being vectored south east to climb so he can avoid a fire west of Reno. The Cessna is told to climb on a HDG of 140 and maintain 8500 ft this vector crosses the arrival area for both RWY 34L and 34R. When we are asked if we can accept a visual approach we say yes and we are cleared for the visual 34R with the restriction of maintaining 9100 ft until on final for 34R to prevent a conflict with the Cessna; which is not showing any altitude on our TCAS. The pilot flying begins his base turn and we get a traffic alert; while scanning of the Cessna the PF descended slightly and is now at 8900 ft while interception final approach and the Cessna passes below us at about 300 ft.Root cause was the Cessna being vectored across the final approach course instead of down the west side of the airport which would have kept him clear of arriving aircraft. Additional factor was our aircraft being cleared for a visual approach and then given the 9100 ft restriction until on final; not a standard procedure and an altitude that was not a standard altitude.




Synopsis: A Corporate pilot reported a traffic alert with a Cessna that was being vectored; while on a visual approach into RNO.