elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class E ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed [and] filed an IFR flight plan for 6;000 ft. Level at 3;500 ft just about the time to pick up IFR plan the aircraft's oil pressure gauge went off; alerting a loss of oil pressure. The aircraft is equipped with a Garmin G1000. 15 seconds later I turned the aircraft 180 degrees and headed back to ZZZ. Approximately 2.5 NM from ZZZ the aircraft engine seized (quit); no windmilling. Dead sticked the aircraft from an altitude of 3;500 ft. to a successful landing on Runway XX with a ground roll of 400 to 500 ft. to a full stop. All occupants safe; no injuries. Aircraft engine settings prior to low oil pressure indication was at cruise performance. I experienced no vibration; or rough engine performance prior to the engine quitting. After landing I noticed engine oil under belly; landing gear and wheel pants and large puddle of oil on the runway under the engine.[FBO Maintenance] will be dispatched to determine what failed in the engine. The aircraft is a 2009 CT206/G purchased new - approximately 460 TT on engine and airframe.I have no idea what caused the engine failure. The aircraft is very well maintained and the engine is never flown to max settings with the exception on takeoff.




Synopsis: C206 Pilot reported a safe return for a dead stick landing at departure airport after the engine seized shortly after departure.
Date: 202011
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb; Initial Climb
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As the flying pilot during Initial climb we were told by ATC to climb unrestricted to FL 26;000 ft. After passing 9;000 ft. we had an alert Engine Fire on the #2 engine. Performed the memory procedure and continued flying the Aircraft while the Captain was going through the Quick Reference Handbook and after take off checklist. Dumped fuel for 5 minutes; approximately 10;000 kg; finished with dump checklist and proceeded with vectors to runway with no further problem.During SID approximately 9;000 ft. and climbing.An overheat or fire; we as crew responded to an Engine Fire Master Warning; aural alert and indication.Calm and responded as trained. We as crew responded to the emergency as we have been trained per SOP.Conduct a functional check per Maintenance Facility flight operation determination and detailed inspection of engine #2 and fire protection system to ensure the safety of the crew is at 100%.




Synopsis: MD-11 pilot reported returning to departure airport after shutting down #2 engine in response to an engine fire warning.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Aerobatic
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Landing gear collapsed during landing roll out.  Minimal damage to aircraft and no property damage on airport and no injuries.  Promptly removed aircraft from runway and performed FOD check.  Removed aircraft from site to Maintenance for repairs and to determine cause of collapse.




Synopsis: Aerobatic aircraft pilot reported the landing gear collapsed during landing roll out.
Date: 201204
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZZ
Aircraft component: Pneumatic Valve/Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew; Person Maintenance
When detected: In-flight; Pre-flight
Result: General Maintenance Action
Contributing factors: Procedure; Company Policy; Aircraft
Primary problem: Company Policy

Narrative: When we arrived at the plane; Maintenance was working on a problem with the left pack. Early indications were that it was a repeat item and they could not fix it and we began looking into the possibility of flying single pack. The MEL prohibits ETOPS operations single pack. The log book sign off was 'LEFT PACK FLOW CONTROL VALVE EXCERCISED (sic) AND PACK OPERATION NORMAL AS AMM 21-51-01' The Captain questioned what they had done to fix the problem. We were told they had lubricated the valve and mechanical linkage; and that fixed the problem. We were assured it was fixed; but the electronic logbook said the 'VALVE HAS AN INTERMITTENT FAULT.' We experienced the same problem on arrival at a domestic airport. After landing; I opened the crossfeed valve and the pack started working. Our logbook entry indicated this. I discussed the situation with Maintenance at that time and my opinion that the pack valve was clearly not the problem; but probably an engine bleed problem. The Mechanic told me he knew it was not the valve; but he was being ordered to replace the valve again. This Airline should only operate aircraft that are in a safe and legal condition. Mechanics lying to flight crew should not be tolerated. Line Mechanics should be permitted (or required) to solve the actual problem with the plane; not just the quickest thing to give the illusion the problem was fixed so the plane can operate the next revenue flight. Any and all management persons who approved or coerced others to release an airplane into revenue service when they knew; or should have known; that the problem was not fixed should be terminated. Maintenance assured flight crew the plane was fixed; when they knew it was not.




Synopsis: A pilot reported that his Company ordered a Mechanic to lubricate a B767-300 pack valve when he knew an engine bleed valve was the most probable cause of a repeat pressurization problem.
Date: 202106
Local time of day: 1201-1800
Location: SFO.Tower, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower SFO
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Training was in play at Local and Ground all day.  There was flow with delays to ZZZ.  Aircraft Y was taxied to Taxiway L short of M for eventual taxi via M to 1L for departure. Aircraft X was taxied to Runway 1R on the SSTIK4; which requires a red 'R' if requested/required by the pilot.  It is unknown at this point if that was the case.  My only assumption is that the Ground CPC-IT taxied the aircraft incorrectly to Runway 1R and the OJTI did not notice.  As their flow time came up; Local CPC-IT taxied Aircraft Y across Runway 1R at M and LUAW Runway 1L.  Aircraft X was given Runway 1R LUAW.  The CPC-it then; unbeknownst to the OJTI; launched Aircraft X on the SSTIK4; and shortly thereafter launched Aircraft Y also on the SSTIK4.  The only reason I became aware is when I heard the CPC-IT issuing visual separation and the Local Assist coordinating the same with NorCal.  When I looked up at the display; the aircraft were approximately 2 miles in trail with Aircraft Y lower and following to SSTIK.  Of note; with OJT occurring on both Local and Ground simultaneously; and Local Assist open; but apparently not engaged dynamically; the FLM could not possibly monitor both positions and all that the Local Assist was doing.  Subsequent discussion by the Local Control OJTI dictated that they were sorry; as they missed it and 'Use of RNAV To... will save you every time.'  This has been my complaint about people who refuse to use it and ignore that its use will in fact keep this exact scenario from occurring.  The numbers of neigh-sayers are reducing thankfully and we will eventually have the majority compliance.The traffic has picked up over 700 operations a day a few days of the week and is expected to get busier by the month this summer.  Use RNAV To... and; when working as OJTI; pay attention to what the CPC-IT is doing.




Synopsis: SFO Tower Controller reported an airborne conflict on departure.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Flight plan: VFR
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Issued a control instruction to a PA28 to cross Runway 11R; he was slow to cross the runway so I asked him to expedite. I received no response I then instructed him again to expedite to the ramp due to traffic now becoming a factor on Taxiway Charlie. The pilot stated he did not understand. I asked him if he knew what the word expedite meant and he did not know what the word meant. Have student pilots be proficient in English before they are issued their medical certificate. These foreign students are not able to speak or understand basic (air traffic) English and this creates a safety hazard that will kill people someday.




Synopsis: Tower Controller voiced concern regarding some foreign student pilots that do not understand certain control instructions such as 'expedite'; the reporter noting this lack of language understanding creates a safety hazard.
Date: 201511
Local time of day: 0601-1200
Location: RNM.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class D RNM
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Exited Penetrated Airspace
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: It was a clear day with light to moderate turbulence up to 14000 ft. I was cleared for departure on 27R with a right downwind departure from SEE. I could not pick up a Class B clearance on the ground. While climbing and turning to the north I maintained an altitude of 3500 ft to stay underneath the class B shelf at 3800 ft. As I approached Barona Casino VPSBC I requested a frequency change from the SEE tower controller so I could contact SoCal Approach to pick up flight following. I planned to stay below the Class B airspace and did not ask for a Bravo clearance. I was over Barona Casino VPSBC while continuing a slow climb as I continued to pass under the Class B 3800 ft shelf then staying below the Class B 4800 ft shelf. During this time I had initiated my communication with SoCal. I was also encountering some turbulence. I was confirming my position on my charts when I received the call back from SoCal. The controller confirmed my position and then told me that I was in RNM's Class D airspace; top 3800 ft. I checked the altimeter and I was still just above 3500 ft - 300 ft below the Class D airspace ceiling. However; the SoCal controller told me my climb to 4500 ft was approved and I climbed to clear the Class D airspace. I believe I did not give myself enough time to complete the needed task of initiating communication with Approach control. Since I was also in unfamiliar terrain I was occupied by referencing my charts multiple times. I was also distracted by the turbulence. Even though I had planned my departure route and altitudes carefully prior to flying that day I realized I didn't give myself enough buffer zone (distance; time and altitude) to establish communication with ATC.




Synopsis: C172 pilot departed SEE northbound intending to obtain flight following and stay below the class B. There is a small section of airspace where RNM Class D at 3799 feet is beneath the Class B with a 3800 foot floor. The reporter is unable to obtain an ATC clearance prior to entering Class D at 3500 feet.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Light: Night
Aircraft: A310
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon lowering slats got SF 1 and 2 stuck. Recycled Slat Flap Lever to no avail. Ran red tabs and landed uneventfully.




Synopsis: A310 Captain reported problem with slats 1 and 2 that became 'stuck' when extended for landing. Procedure provided no relief and flight landed uneventfully.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ2
Aircraft component: Engine
Component problem: Failed; Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload; Confusion; Situational Awareness; Time Pressure
Second reporter function: Instructor
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; Flight Crew Diverted; General Evacuated
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Human Factors

Narrative: Familiarization flight with the airspace around ZZZ and carbureted C172 model with another instructor onboard. Departed ZZZ at approximately XA:00 local; After landing at ZZZ1; we departed southwest bound at 2;500'. I was flying the aircraft when we experienced a sudden loss of engine power; followed by complete engine loss. I gave controls to the other instructor and began troubleshooting / running checklists - Checked fuel selector / gauges; mixture/throttle; carb heat; and were unable to get it restarted. We turned south for a cornfield and began preparing for an off field landing while I contacted ZZZ Tower to let them know of our situation. The other instructor onboard maneuvered for a safe landing on the cornfield. Once the aircraft was secured; we exited the plane and inspected everything. No injuries or damage to the aircraft / property. I called Clearance Delivery and asked them to let ZZZ Tower know that we were okay. I spoke with various agencies over the next 30 minutes. I let them know we were okay and the plane was undamaged. We shared our location with flight school management; who then drove out and brought extra fuel. We began straining fuel; which all came back clean. Then added approx 5 gallons to each fuel tanks and did a thorough run up on the engine - All gauges were green and no issues seen. After discussing we came to the conclusion of carburetor icing affecting engine performance. We were at a relatively low cruise setting with high humidity due to showers/storms in the area. When troubleshooting in the air earlier; pulling the carb heat had no affect on engine RPM. We commenced a soft/short field takeoff from the cornfield and landed safely back at ZZZ.


Second narrative: Loss of RPM; suspected Carb icing. Insufficient power. Ran checklist; restart and shutdown checklist. No damage to aircraft or landing site. No injury.


Synopsis: Three Instructor Pilots reported an engine failure while on a familiarization flight in a single engine aircraft. The PF landed off airport in a nearby field. It was later determined the engine probably failed due to carburetor icing.
Date: 201701
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had a check airman in my jump seat; he was performing a line check. Everything went very well; at and out of the gate. Wind shear advisories were in effect so we opted for a no flex takeoff. While lining up for takeoff of runway 22L ORD; tower cleared us for takeoff. As I transferred controls to the First Officer and he advanced the Thrust levers for takeoff. I heard ORD tower say '[Company; Company] are you still with me [no numbers]?' Not hearing the call sign and not sure if he was calling us. I then simultaneously called Take Off Go Around (TOGA) set as I reached forward to the FMS to push radio so that I could see our call sign. Watching for all my power; airspeed cues and making my call outs while my mind was trying to solve that very unusual call from the tower.... the check airman bumped my arm and pointed at my hand. My finger was still on the FMS and not guarding the thrust levers. This all happened very fast; we were light with only fifty passages; no flex; gusting winds; the unusual call form the tower (that almost sounded distressful). I was reaching forward but not guarding the thrust levers. I then guarded them and proceeded with the remaining calls V1; Vr. On climb out tower called us [full call sign]; sorry about that turn heading 160. I believe that's what he wanted all along; to change out heading after he cleared us for takeoff. The check airman  said he wasn't happy how the controller handled that and understood the confusion it caused. From my view point; I wasn't sure if he was calling us during that short time because he was calling while we were making our; TOGA; TOGA set call outs. Thus getting distracted.It happened so quickly; I was still making all the appropriate call outs; my hand froze in the wrong place as my mind tried to solve the incomplete tower call. If I had heard cancel take off clearance; I would have rejected. If I felt unsafe; I would have rejected. I didn't feel that a rejected takeoff was necessary or clearly I would have done one.




Synopsis: EMB-175 Captain reported hearing his company call; without numbers; after being cleared for takeoff by the Tower. At the time the aircraft was accelerating rapidly and the call could not be clarified before V1 was announced.