elihoole/asrs-aviation-reports huggingface dataset:
Date: 202104
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Take Off Roll
Result: Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After the addition of thrust for T/O (takeoff) and selection of TO/GA (takeoff go-around) and N1 attaining T/O power; the aircraft was already rolling and had achieved approximately 15 knots of forward motion.  At that point we heard a very loud bang followed by a hard left yawing motion. The PF (Pilot Flying) immediately retarded the throttles to idle; and applied smooth breaking; which brought us to a complete stop.  We were angled left by about 30-40 degrees in relation to the center line of Runway 4; just prior to taxiway. I immediately informed ATC that we had stopped on the runway; the PF informed the PAX (passengers) to stay seated.  At that point we began to assess the situation. Initially we thought it was a blown tire or nose wheel steering issue. In that moment of assessing I noticed the #1 Engine Fail Caution illuminate in the #1 EGT Gauge. I informed the PF of the indication. It was the only indication we saw. No fire; no red lines only the engine failure alert caution. We reviewed the Rejected Takeoff Procedure; completed the QRH for Engine Failure. We then assessed the rolling and breaking capability of the aircraft and we found it to be normal.  We got clearance to exit the runway and return to the gate. As we pulled in to the gate; we remembered that we had not run an After Landing Checklist and quickly completed that; followed by the Parking Checklist. Then; the jetbridge malfunctioned and we had to wait until Airport Ops came to fix it. Once the jetbridge was attached I exited the aircraft to inspect Engine #1. I found the N1 fan blades and the stators directly behind them to be in a normal appearance. When I looked into the tailpipe of the turbine section; I found metal debris from the engine and both the aft fan blades and stators in front of them to be damaged and missing pieces. I hustled back to the Flight Deck to inform Ground Control that they needed to do a FOD check of the runway as we had; had and engine failure and that they needed to check for small engine parts.




Synopsis: First Officer reported engine failure on take off roll; resulting in engine damage and a return to the gate.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Baron 55/Cochise
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Autofeather System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Trainee
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Was flying as pilot-under-instruction on routine training refresher flight. Part of the practice was the controlled shutdown; feather; and re-start of each engine. When attempting to unfeather the right engine; it initially would not unfeather. We remained in the practice area offshore; but became distracted by the procedure and it appeared that we were close to the lateral limits of [the] Class C airspace. Upon recognizing this; we immediately headed east to avoid. We continued to monitor Approach frequency; but did not check in with them; as our intention was to remain clear of their airspace; as we continued to troubleshoot the malfunction; as we proceeded south offshore during this process. After all inflight procedures had become exhausted; it became apparent that the propeller could not be moved out of FEATHER; and thus Tower at the nearest airport [was advised]. We then proceeded to land without incident. Post-flight examination showed that the internal rubber bladder of the unfeathering accumulator had failed internally; without warning or indication; thus preventing the propeller from unfeathering in flight. Although we did not want to 'bother' busy Approach with our (then) non-emergent troubleshooting; perhaps it would have been better to call them when approaching the lateral limits of their airspace.




Synopsis: Beechcraft Baron pilot reported diverting to a nearby suitable airport after an engine that had been intentionally feathered for training would not unfeather.
Date: 202201
Local time of day: 1801-2400
Location: ITH.Airport, NY
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ITH
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue; Ground Event / Encounter Weather / Turbulence; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Weather; Airport
Primary problem: Airport

Narrative: We landed Runway 32 in ITH; Tower was reporting Runways as condition 5;5;5; and there were no NOTAMS or reports of poor or NIL braking anywhere on the field. We were assigned taxi route C-A Ramp and I determined that braking action on Runways and Taxiways was good and relayed this to Tower after exiting C. Upon exiting A and taxing onto RAMP; it became apparent that we were sliding across a patch of ice and I was unable to slow the aircraft using brakes or to steer using the tiller or rudder inputs. At this point idle thrust was causing the aircraft to accelerate over the patch of ice and the nose was beginning to veer to the left. I shut down the left engine which stopped the aircraft from veering further left and prevented us from accelerating; but we continued to slide forward. I then shut down he right engine and with all thrust removed I was able to use the brakes to bring the aircraft to a full stop. We remained approximately 100 ft. on all sides of the aircraft from anything that we could have hit; no damage or injuries resulted from the slide. Ops dumped sand on the ramp and urged us to restart the engines and taxi to the Gate under our own power. I discussed with Dispatch and told them that I felt uncomfortable with that plan due to concerns of FOD ingestion and Ramp condition. Dispatch agreed and told Ops that we would need to find another way. Ops made the decision to deplane the passengers on foot; and the XX passengers were escorted across the ramp and into the Terminal (approx 50 yards). After more than an hour; on-call Maintenance arrived and towed the aircraft to the Gate.




Synopsis: Air Carrier Captain reported while taxiing on an icy ramp at night; they began to slide and shut down an engine shut down to stop aircraft.
Date: 201701
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 2
Light: Night
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Human factors: Other / Unknown
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: After a long day of IMC flying in very poor weather I had a classic case of 'get-there-itis' and during my instrument approach I was high. I had gotten to minimums and had visual of the threshold. I knew I was high but I deemed with a little slip and no power I could make the airfield. I landed [and] due to my speed I bounced once and then finally put it down. Due to heavy rain I had very poor braking action and ran off the end of the runway. My speed at the runoff was around a brisk taxi. I applied full brakes and full aft controls in order to not sink in the mud. I avoided all lights and advised the tower. There was no damage to person; aircraft; or airport facilities. I probably went about 20 feet into the grass. I turned around and taxied to the ramp.




Synopsis: C182 pilot reported a runway excursion after landing long in heavy rain conditions.
Date: 201908
Aircraft: No Aircraft
Flight phase: Parked
Human factors: Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I have just recently noticed the abbreviation U/S being used a lot in the NOTAMs. I looked it up and it means 'unserviceable.' It seems to now be used instead of OTS (Out Of Service); but I'm not sure it's the same thing. What is 'unserviceable' exactly and is it the same as OTS? For example; if a NOTAM shows the approach lights are U/S for a period of time; are they out of service?




Synopsis: Pilot reported confusion between the difference in Out of Service and Unserviceable in NOTAMs.
Date: 201411
Local time of day: 1201-1800
Location: L30.TRACON, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZLA
ATC / advisory: TRACON L30
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Departed HND planning to obtain IFR flight plan when out of LAS area.  When handed off to LAS Departure climbing out on east side down wind departure about 6000 and climbing; stated altitude and climbing to 17.5.  Departure said [I] was in their airspace-without clearance; descend below class B airspace.  Started immediate descent (rising terrain ahead East of HND) and asked what altitude to clear airspace.  Approach said get your maps out.  I continued descent as permitted by terrain.  Soon was handed to next controller who said stay below 8000 and call approach on land line when able.  My error not expecting to violate class B when handed direct from tower to departure control.  I thought the hand off would let departure control know I was coming.  I did not know that I needed to get permission to enter the B airspace since I was handed off to departure; thus I expected altitude and vectors to fit in with their traffic.  What I got was look it up and stay out of the airspace.  I do not know of any conflicting traffic.  The second departure controller gave an altitude which was easily complied with.  A single pilot finds it more helpful to be advised of an altitude and/or vector to be in compliance with the airspace than 'look it up'.  A word from the tower controller that class B airspace overlies the airport and the hand off doesn't give clearance into the class B should help the transient avoid this situation.




Synopsis: Pilot departs HND airport and assumes he is cleared into the LAS Class Bravo because he is under flight following.  Pilot violates LAS Class Bravo and is told to descend below it by LAS Approach Controller.
Date: 201303
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Toilet Furnishing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While enroute at FL360 a Flight Attendant called to report an electrical burning odor [in the vicinity of a passenger lavatory.] She had checked the trash and underneath the sink and found nothing burning but felt the lavatory mirror and said it felt hot. I called Maintenance Control on the Satellite Phone to find out if there could be something in the wall behind the mirror that could be generating the heat. I explained the problem and he was not aware of anything in the exterior wall of the bathroom that could be causing the problem I thanked him and hung up.I then went aft to personally investigate the problem and found the inflight entertainment screen and the No Smoking and Seat Belt signs were mounted on the wall on the outside of the bathroom. These were hot and might have been transferring the heat through the wall which made the mirror feel warm but I did not smell any odor of electric burning and there was never an odor of smoke or smoke observed. The Flight Attendant believed the odor was coming and going. I told her to notify us if it continued/returned. She did call back and said the odor was back.I then called Maintenance Control and asked if there was a circuit breaker associated with the in-flight entertainment screen and signs. After a couple of minutes Maintenance told me to pull breaker P9 which controlled the listed items. We pulled the breaker and I advised Maintenance that if I didn't call back everything would be OK. I gave the screen and signs five minutes to cool off then called the Flight Attendant to see if things were any better. She replied no; the odor was back and it appeared the mirror was peeling away from the wall. Once again I called Maintenance and told them the Flight Attendant was reporting the mirror was pulling away from the wall. I then made the decision to divert to the closest airport; and also notified Dispatch.




Synopsis: A Flight Attendant's concerns about a hot mirror in a passenger lavatory and an off and on electrical odor in the cabin of her B757 precipitated events that culminated in a diversion to the nearest suitable airport when the mirror started 'pulling off' the lavatory wall.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Lead Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A phone call from someone stating; 'Did you know Aircraft X; Flight XXX has a problem?' Then Air to Ground radio goes off and it was Flight XXX and Controller said; 'I'll call you back.' I thought I was talking to Maintenance Control. Flight XXX; Aircraft X [calling]; 'We had a compressor stall. I'm going to run engines again; OK?' I said; 'Sure; and [I'll] check Maintenance Computer Scepter history.' He; [Flight XXX] called back and said engine parameters are 'OK' and I told him no history on engine in [past] 90-days. 'OK; we will takeoff then.' Never a comment about an aborted takeoff or fire for Flight XXX. The small [Maintenance] room I was in was very busy from Graveyard crew check-in. More than 10-people in a room that measures 15 feet by 20 feet; very crowded. Air to Ground radio very garbled.

Callback: Reporter stated there was no mention of flame or fire at any time from the departing flight crew; only their reference to a compressor stall. Since their Maintenance Computer Scepter History did not have any previous Stall data recorded; the flight crew decided to depart.Reporter stated his Supervisor later noted that once a Compressor stall has been confirmed; that a Visual Inspection of the engine is required. A Borescope of the RB-211 Engine was accomplished downline and no discrepancies were found.



Synopsis: A Line Maintenance Lead Technician reports that a B757-300 flight crew took off after reporting a compressor stall during their initial takeoff roll; without returning to the gate for a Visual Inspection of their engines.
Date: 201511
Local time of day: 1801-2400
Location: DAB.TRACON, FL
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E DAB
ATC / advisory: TRACON DAB
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Human Factors; Procedure; Chart Or Publication
Primary problem: Airspace Structure

Narrative: [Aircraft X] was filed IFR. The route would go directly through a jump zone. We have in our Letter Of Agreement with TRACON that aircraft delivered via the fix shall be on a heading to parallel the airway(north bound). This is a situation that has been reported on several occasions before and hasn't been corrected. This is dangerous and will lead to loss of life if not addressed.[Recommend that] TRACON controllers are trained and reminded of the airspace and procedures required to their adjacent airspace.




Synopsis: A TRACON routinely issues routes to aircraft that transit a known Jump Zone. There is a procedure in place to issue routes to aircraft away from the Jump Zone. According to the reporter the TRACON routinely does not comply with these procedures.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Local
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was receiving a position brief in the Local Control position and the airport was in a west operation. Runways XXL/XXR and [Runway] YY were the runaways in use. Ground had control of Runway YY for crossings and Taxiing. Just prior to the brief I heard the Ground Controller issue taxi instructions to a Cessna for a Runway XXL Departure via Delta crossing Runway YY. Almost immediately the Local Controller requested Runway YY for an arrival on Runway YY. Ground gave Local the runway and took the 'all runways to local' RID he placed it on the console at his position. Ground immediately amended the instructions for a Cessna to 'hold short of Runway YY.' Local began briefing me in accordance with the checklist and had 6-8 aircraft doing pattern work to all both parallel runways as well as a Piper on final for [Runway] YY. As the outgoing controller was clearing an aircraft for takeoff on Runway XXL; I saw an aircraft I had not heard discussed crossing the hold short line north of Runway YY at Echo Taxiway. I alerted the outgoing Controller and he stopped his transmission to the aircraft at Runway XXL and advised the Piper of the incursion ahead. Ground first read the Cessna's call sign and then corrected it to 'C172; hold short.' The Piper and the Cessna came to rest approximately 20-30 FT apart at a nearly right angle; one on the centerline and one perpendicular to it. The Piper and the Cessna both used Echo to the ramp as Piper had passed it on his pull out. The Ground Controller stated 'I forgot I had two aircraft; I never held him short.' Both pilots were following instructions correctly at the time of the incident. The Ground Controller in this case has been reported in past for the exact same type of scenario; crossing a runway without permission. I am concerned for this Controller's cavalier disregard of LOCAL and FAA procedures. I am aware of at least 4 runway incursions since February of this year.


Second narrative: Ground Controller failed to instruct an aircraft to hold short of an active runway in which an aircraft was landing. I was working the Local Control position and observed the aircraft cross the runway in front of the landing aircraft. Have Ground Controller follow proper procedures.


Synopsis: Tower Local Controller described a potential ground conflict event when the Ground Controller failed to issue appropriate taxi instructions. The reporter claimed the Ground Controller has erred on many occasions.