elihoole/asrs-aviation-reports huggingface dataset:
Date: 201701
Local time of day: 1201-1800
Location: ZDC.ARTCC, VA
Flight conditions: Mixed
Weather elements / visibility: Cloudy; Turbulence; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZDC
ATC / advisory: Center ZDC
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Troubleshooting
Second reporter function: Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Filed for 8;000 ft but was getting bounced around. Asked for 10;000 ft and was cleared for climb to 10;000 ft. We were shimming through the tops with clear above. Reported level at 10;000 ft to Washington Center. Within a couple of minutes we began to lose power and started to lose altitude. At about a 200 ft loss; immediately asked ATC for lower; ATC responded by standby. Applied carb heat twice. At 9;600 ft Washington advised 'he showed us at 9;600 ft and gave an altimeter setting.' Asked again for lower and ATC gave us 9;000 ft. We complied and once again had a hard time staying at 9;000 ft. I asked for 6;000 ft and was cleared for 6;000 ft. During entire descent had carb heat on. We leveled off at 6;000 ft and all power was restored. We continued to destination with no further problems noted.Mistakes made: should have had carb heat on longer and should have told ATC of problem; but was distracted by trying to hold altitude and figure out what was wrong. At first I thought it was a cable problem with throttle. Probably should have declared an emergency.


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


Synopsis: PA28 pilots reported experiencing carburetor icing at 10;000 feet. Their engine began to lose power; so they applied carb heat and descended to 6;000 feet. During the descent they regained full power and continued.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left ZZZ at XA10 with a private student to go practice landings in ZZZ1 with three hours of fuel. Left ZZZ1 to go back to ZZZ at XB30 when the field went IFR which was not predicted to happen in the TAF. Was then vectored out very far due to heavy inbound traffic advised ATC due to engine roughness while in IMC conditions and getting vectored. Was then cleared direct ZZZ via the ILS XXL. Transponder was reporting 300 ft. off which then was given low altitude alerts from ATC while shooting the ILS XXL. Then went full scale deflection while trying to fix the transponder and engine roughness during the approach. Was then offered to go to ZZZ which was reporting VFR; was not VFR by the time of arrival. Was then offered to go to ZZZ2 which was reporting VFR. Landed with 30 minutes of fuel.




Synopsis: C172 Flight Instructor reported engine roughness while IFR with malfunctioning transponder; resulted in a divert to a VFR airport.
Date: 201811
Local time of day: 1801-2400
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Dispatcher; First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: On departure both MCDC's frozen; unable to manipulate any NAV functions via FMS. Went into holding; through company maintenance coordination reset circuit breakers. Returned [to departure airport]; no assistance needed on ground. Uneventful return.


Second narrative: Shortly after the aircraft departed both FMC's froze. Flight crew initially sent an ACARS then called via SATCOM. Initial communication was good. When I tried to conference in [Maintenance] and Duty Officer conference button on the phone was not there; then connection was lost. Tried a couple times to regain SATCOM connection but was unable.Flight crew heard the SATCOM call but unable to connect.[One] thing which I found of issue during the call was the conference button would not be available during all phases of the call.


Synopsis: B767 Captain and Dispatcher reported the flight returned to departure airport after experiencing dual FMC failure.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Mission: Passenger
Flight phase: Parked
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Other Internal Airframe Ice Formation
Detector: Person Flight Crew
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: The flight was uneventful. After take-off and during the descent; we had to fly through some clouds but did not encounter significant precipitation. The weather radar was on; but it did not detect any returns. Upon post-flight inspection I noticed a fairly large area of frost (12 inches x 6 inches) forming under the fuselage in the tail cone area; beginning roughly 24 inches after the tail stand placard (end of the rear most inspection panel on the belly) and continuing aft for about 6 inches. When I wiped the frost off I noticed a dramatic temperature difference of the skin of the aircraft; between the affected area and the surrounding areas. The airplane was practically dry; except for that area. We suspected a block of ice had formed inside the tail cone and it was slowly melting. Roughly an hour after landing (with temperatures on the ground exceeding 20 degrees C) the skin still felt cold to the touch and it was still collecting moisture. We spoke to the Chief Pilot and Maintenance Control and decided to write up the airplane so as to create a record. We were not able to determine whether the airplane was in compliance with a related Cessna service bulletin but if I remember correctly there were no drain holes under the belly of this XL. The flight controls were not affected at all.




Synopsis: A CE560XL flight crew discovered evidence of frozen water inside the tailcone of their aircraft after a short flight that encountered little or no precipitation. It appeared that a service bulletin concerning the installation of drain holes in that area had not yet been complied with.
Date: 201704
Local time of day: 0601-1200
Location: DFW.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DFW
ATC / advisory: TRACON D10
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Shortly after takeoff and while still on vectors with departure; we were assigned 10000 MSL. A minute or two after leveling off at that altitude; and perhaps due [to] possible wake turbulence; airplane climbed a couple of hundred feet [above our cleared] altitude. The FO; who was the pilot flying; quickly corrected [the] deviation. A momentary TCAS RA was received; but we were already correcting when [the] RA started. No evasive maneuvers were required; nor any ATC instructions or queries received. Flight proceeded uneventfully to its destination.




Synopsis: CRJ-900 Captain reported an altitude excursion resulted due to a possible wake vortex encounter departing DFW.
Date: 201510
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Aircraft: B747 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Gate; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Number 2 engine oil temp Amber range and oil temp message appeared momentarily around 80 KTS. Then at 85 knots came on constant. We continued the takeoff and departure procedure. The oil temp then rose to 180-190 degrees and went into the red airborne. We brought the throttle back and performed the high oil temp checklist. We then shut the engine down; advised ATC; ran the fuel jettison checklist and the three engine approach and landing checklist. Unable to get landing data from dispatch; the landing and performance data was reviewed and we returned for a normal three engine landing.


Second narrative: Engine 2 oil high temp EICAS on takeoff above 80 knots but below 85 knots. Went away briefly and came back on and stayed on. Continued takeoff. Temperature was initially in the amber range; however after takeoff; went into the red and remained there. Reduced throttle; no effect. No vibration; all other engine parameters normal on affected engine. Checklist said shut it down. Shut it down. Advised ATC of need to dump fuel. Dumped fuel. 3 engine landing was uneventful.


Synopsis: A B747 flight crew and the Dispatcher involved described an inflight shut down due to high oil temperature shortly after takeoff and fuel dumping to get down to landing weight. Communication difficulties prevented the crew from getting any meaningful support from the Dispatcher.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Other Aerial Survey
Flight phase: Cruise
Airspace: Class E ZZZ
Aircraft component: Cylinder
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Illness / Injury
When detected: In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While conducting an aerial survey; operating a Cessna 206; I noticed that the camera crew person; did not respond appropriately to my questioning and had what appeared to be a sense of confusion during the flight. After speaking with camera person; I performed my own self-assessment and decided to descend and land at ZZZ airport.  Below is my summation of the flight. After takeoff; I leveled the airplane at 16;100 feet to start the aerial survey. I checked to see how much oxygen was flowing through my supplemental oxygen cannula and confirmed it to be set at 17;000 feet. I noticed my camera crew person who was sitting in the right seat next to me increasing his oxygen level intake. I asked him if he was OK and he responded; 'I don't know.' I then asked him if we are doing Lidar work. He replied no; why would you ask me that. Shortly thereafter I started to feel uneasy; woozy; felt my heart rate increase; slow to talk and making decisions was a bit more difficult. I decided to increase my supplemental oxygen cannula to 22;500 feet (to increase the oxygen intake). I looked over at the camera person to see how he was doing and noticed what appeared to me a discoloration of his face. At this point I took the following actions; started a descent; turned off the cabin heat; opened the air vents; notified ATC and activated the autopilot for the descent (in the event I passed out). Upon reaching a lower altitude and knowing that I was not going to pass out; I disengaged the autopilot and accelerated the descent to 3;500 feet and continued directly to ZZZ and landed. After speaking with the mechanics; it was learned that the flange was bent causing the number 2-cylinder leaking exhaust gases into the cabin.




Synopsis: Cessna 206 pilot reported executing an immediate descent after feeling woozy and feeling a heart rate increase.  Pilot landed safely and post maintenance inspection revealed the flange was bent causing the number 2 cylinder to leak exhaust gases into the cabin.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence; Windshear; 10
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Other Civil Air Patrol
Operating under: Part 91
Flight plan: None
Mission: Other Civil Air Patrol
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Other Civil Air Patrol
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Fatigue; Training / Qualification
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: After touching down on Runway 24 a wind gust blew the aircraft off the runway to the right. I touched down at 80 KTS and skidded off the runway when hit by a gust. The aircraft ended up in a grassy area with the engine still running. There was no damage to the aircraft or the runway environment and no injuries. I taxied off the grass; back onto the pavement and back to the tie down following ATC taxi instructions; accompanied by an emergency ground vehicle. Approximately 2-3 minutes before my landing another aircraft coming from a different direction reported a 30+ KT windshear near the ground. I was originally cleared to land on Runway 28. I determined at a certain point that I could not complete my approach to 28 and instead of going around; I accepted a clearance to land on Runway 24. Reported wind at the time was 31007G16 to my recollection. Less than an hour after landing thunderstorms moved into and through the area. I believe these to be the factors that caused this incident:  My relative unfamiliarity [the] runway layout. My recent flight time has been in a C337; which is heavier and has different crosswind characteristics.  I may have been experiencing fatigue.  While I was in a mild forward slip on touchdown (left aileron; right rudder); I may have inappropriately relaxed control pressures while rolling out. Most of my recent flight experience has involved filing IFR; and my VFR skills may have suffered as a result.  Gusting winds and thunderstorms moving into the area created wind shear and turbulence at and near ground level.Reviewing the incident; I believe that I should have gone around when I realized that I could not make Runway 28. To prevent this type of incident in the future I will go out and practice crosswind landings with a CFI. I will also practice visual approaches from varying directions without relying on a moving map so that I can regain the ability to keep a mental picture of my position relative to an airport I may be approaching.




Synopsis: A C182 pilot reported losing directional control in a crosswind landing; resulting in a runway excursion.
Date: 202010
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure; Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: While climbing to FL360 ZZZ Center told us we had traffic at our 1 o'clock heading toward us at FL370. We called the aircraft in sight and continued our climb to FL360. Passing FL352 we received a TA and my FO went to engage Vertical Speed; but was unable since the autopilot already engaged altitude hold. Vertical speed indicator was decreasing nicely for level off at FL360. However; we then received a RA which directed us to level off. My FO disengaged the autopilot and leveled off at FL357. Once we received clear of conflict we finished our climb to FL360 and notified ATC of RA. We never lost sight of aircraft nor exceeded FL360.Light airplane; higher than normal vertical speed in climb; autopilot engaged altitude hold preventing FO from going to vertical speed.Even though aircraft was in sight and aircraft was leveling at assigned altitude we should have decreased the vertical speed to 1;000 FPM or less once inside 5 miles and 2;000 feet of conflict to prevent from getting a TA followed by a RA.




Synopsis: Air carrier Captain reported an airborne conflict while climbing to assigned altitude.
Date: 202006
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Oil Indicating System
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I refueled at ZZZ1; inspected for leaks; and checked the oil (8qts). Departed and climbed to 16;000 feet without issue. After level off I noted a MP drop and slightly increased throttle. At XA:17 the oil pressure dropped below 40. I picked the drop up approx 10 min later when I lost MP and the cabin started climbing and descending 2;000 feet per min; I noted an oil pressure in the low 40s and dropping. All other indications were normal. At XA30ish I diverted to ZZZ and started a descent when oil pressure dropped to 0. I [advised ATC]and continued for ZZZ. I assumed an engine failure was imminent and carried as much speed and altitude as a could. At XA44 on approximately a 6 mile final I sustained a complete engine failure accompanied by smoke in the cockpit; oil soaked windscreen; an oil filler door blown open and flames radiating from the engine compartment. Landing was successfully completed on Runway XXL ZZZ and the aircraft cleared the runway onto Taxiway XX.




Synopsis: Pilot reported oil and engine problems resulting in a divert and landing with smoke; and oil all over the place.
Date: 202006
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: For all of the ZZZ crossing flights Continent X to US on this date; I used ZZZZ as an ETP and ETOPS airport...there was a NOTAM pertaining to COVID which limited the hours of operations. I simply missed this fact. It was buried within the NOTAM and the NOTAM talks about ARFF status; so I scanned over the operational hours part of the NOTAM.The operational hours which the NOTAM referred to were buried within the NOTAM about ARFF CAT status. I simply missed it.Suggestions: Fully reading through all pertinent NOTAMs prior to dispatch.




Synopsis: Dispatcher reported not reading a NOTAM completely caused problems relating to limiting the hours of operations at a foreign airport.