elihoole/asrs-aviation-reports huggingface dataset:
Date: 201406
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [We had a] catastrophic engine failure at 8;000 FT. ATC Center was fantastic. [We] landed safely at ZZZ. No fire just a hole in the side of the engine casing. All is well that ends well. No reporter to say airplane landed safely and no picture of plane tied down on tarmac. Other than the engine failing it was really an uneventful emergency; we rented a car and drove to destination. In hindsight I should have picked up on a new vibration and a slight oil burn smell that mostly went away 20 minutes earlier. But after about 10 hours of flight after the annual I didn't expect any issues. Other than that I don't think I had any warning. The oil consumption was normal and speed; power all seemed good. No lights or gauges misreading; just a big bang; vibration and a little smoke. [We] dove sharply to get below the clouds and to the airport. Did a quick right base and short final touched down at normal speeds and coasted off the runway. The Local Mechanic opened the cowling and found a 2x4 hole over the #5 cylinder. I have talked to a few mentors and more experienced pilots. All things considered I am a lucky pilot whose emergency happened at the right place. I think I will start having the oil filters evaluated for metal flaking at my annuals from now on.




Synopsis: BE35 pilot experiences a catastrophic engine failure at 8;000 FT within easy gliding range of a suitable airport and lands safely. A large hole is found over the number five cylinder.
Date: 201212
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Rain; Snow
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Training / Qualification; Confusion
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Other Takeoff
Result: General None Reported / Taken
Contributing factors: Weather
Primary problem: Weather

Narrative: We were cleared to line up and wait on Runway 9L. The visibility was good and there was light precipitation falling; rain with a few snowflakes. The outside air temperature was above freezing. The First Officer and I were very diligent about whether any precipitation was adhering to the aircraft and it most definitely was not. As we were sitting in position; Tower stated 'Company XXX; new ATIS calling light snow pellets. Fly heading 081; cleared for takeoff.' I released brakes and we took off uneventfully. The question that arose is whether we should have declined takeoff clearance and de-iced or if we were okay to press on with the takeoff. It is not a question of safety; because there was minimal precipitation and we most definitely had a clean aircraft. Since we were in position on the runway; we did not bring up the new ATIS on ACARS because it would have been inappropriate at that time.... Our concern is not whether our actions were safe; because we definitely had a clean aircraft. Our question is whether at the time with the limited information we had; should we have taken off or de-iced? It was obvious looking out the windows that the precipitation was light and not adhering to the aircraft or any outside structures. It was a very light mist falling and the OAT was above freezing. I believe if it was stated by ATC as 'ice pellets' and I hadn't yet started pushing up the power; the correct action would have been to clear the runway and have Type 1 and Type 4 sprayed on the clean aircraft. While commencing the takeoff and getting the short; verbal ATIS from Tower about 'light snow pellets;' I believe we were correct in our actions.




Synopsis: When cleared for takeoff; B737-700 flight crew was informed by Tower of an ATIS change to 'light snow pellets.' After an uneventful takeoff; flight crew questioned the legality of taking off without applying Type 1 and Type 4 fluid to the aircraft.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Challenger 300
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: FADEC / TCC
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Training / Qualification; Troubleshooting; Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During an intermediate level off at FL390 to our filed altitude of FL410 we detected a harmonic imbalance in the sound of the engines that quickly became a noticeable out of sync resonating sound. The pilot flying and I monitored the engine indications and started to notice a fluctuation of the Left N1; N2 and ITT gauges. Within approximately a minute; the Left Engine flamed out and rolled back to about 30% N1. A Left FADEC Fail indication CAS immediately displayed.The pilot flying continued to fly the aircraft while directing me to declare the emergency and pull out the QRH. The pilot flying took over the communication duties while I ran through the checklists in the QRH. During the initial execution of the QRH items the Left Engine relit on its own. We both discussed options and decided to return to the departure airport because it had the best weather with the least amount of ATC traffic.


Second narrative: I as the pilot flying continued to fly the aircraft and directed the pilot not flying to declare an emergency and then to pull out the Quick Reference Handbook. Also as the pilot flying; I then took over radio communications duties while the pilot non flying began to reference the QRH. During the initial execution of the QRH checklist we noticed the Left Engine relit on its own from a windmilling condition. As a crew we discussed our options and decided to return (instead of continuing the remaining 5 hours of extended overwater flying).


Synopsis: A CL300 engine autoshutdown at FL390 as the CAS alerted ENGINE FLAME OUT and LEFT FADEC FAIL. An emergency was declared; the QRH completed and while the flight returned to the departure airport the engine restarted at idle thrust.
Date: 201510
Local time of day: 0601-1200
Location: JFK.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Cloudy
Light: Dawn
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class B JFK
ATC / advisory: Tower JFK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; 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 Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Flying the VOR 13L (Canarsie) approach with a broken layer of clouds at minimums and unrestricted visibility below the cloud deck. Previously built and briefed approach with a DDA. Approaching DDA we had the lead in lights in sight. Levelling at DDA we were still in the bottom of the cloud deck; however; the lead in lights were in sight. Started down with a slight descent after DDA. At this point; I had all lead in lights and the end of the runway in sight but could see I was a bit low. I levelled off slightly above 500 feet. Tower issued a low altitude alert. There were no aircraft alerts. We were completely visual at this time and had the entire approach area and runway in sight. Flew the remainder of the approach level at that altitude until intercepting a visual glide path to landing. After the tower alert; there were no other issues and the successful outcome was never in doubt.I should have waited until my planned descent point which was over the second set of lead in lights. There was a slight tailwind on the approach and a low cloud deck which gave the impression that I should start down a bit earlier than planned. This was simply a miscalculation on my part and I am fully aware that I should have flown the approach level at the DDA until intercepting my visual glide path. A help would be to add some tips to the 10-1 chart. The approach chart shows the MAP point as being 3.6 miles to the end of the runway; however; the visual portion of this approach is on an arc so the distance is quite a bit longer than that. In any event; lesson learned on my part and I will be more vigilant next time.




Synopsis: B767-300 Captain reported descending below charted altitude on the VOR Runway 13L Approach to JFK resulting in a low altitude alert from the Tower.
Date: 202011
Local time of day: 1201-1800
Location: BNA.Airport, TN
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class C BNA
ATC / advisory: Tower BNA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication
Primary problem: Chart Or Publication

Narrative: At BNA; the ILS Hold Short line for Runway 31 is depicted on the airport diagram as being located on Taxiway L; east of Taxiway L7. This puts it pretty close to the runway; however; it is actually located on Taxiway L; west of (prior to) Taxiway T6. This means you're past the ILS Hold Short before you even start looking for it; and you'd be beyond it already if you came out of the ramp area on Taxiway T6. We talked to Tower about it; and they told us that the line had been moved many months ago.




Synopsis: Air carrier First Officer reported BNA Runway 31 ILS hold short line is wrongly depicted on the chart when compared to its actual location on the airfield.
Date: 202201
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
ATC / advisory: Ramp ZZZ
Aircraft component: Nose Gear
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Ground Equipment Issue
Detector: Person Ground Personnel; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Procedure; Human Factors; Aircraft; Equipment / Tooling
Primary problem: Equipment / Tooling

Narrative: While pushing out Aircraft X and releasing on Taxiway; arm of tow tractor broke down and released aircraft too quickly. Oil and hydraulics leaked on Taxiway and was cleaned by fire department. Aircraft inspected by maintenance and no damage to nose wheel of aircraft.




Synopsis: Ramp Agent reported a tow tractor malfunction allowed the aircraft to break free from the tug; spilling oil and hydraulic fluid onto the taxiway. The aircraft was not damaged.
Date: 201605
Local time of day: 0601-1200
Location: DTS.Airport, FL
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class E DTS
ATC / advisory: CTAF DTS
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Chart Or Publication
Primary problem: Airport

Narrative: I am reporting a possible obstruction NOTAM oversight at the Destin Executive Airport (DTS). The NOTAM text reads as follows:!DTS 12/003 DTS OBST CRANE (ASN 2015-ASO-18700-OE) 302303N0862726W (1.5NM SE DTS) 335FT (320FT AGL) LGTD FLAGGED.Using a normal 3-degree glide path; aircraft have an estimated 26 feet of obstacle clearance from this crane; which is directly underneath the final approach course to Runway 32. Even using a non-standard 3.5-degree glide path; aircraft would only have 85 feet of obstacle clearance from it. It is my opinion that this NOTAM should reference the crane's position relative to the approach end of Runway 32; and NOT the center of the airport. Please note that another obstruction NOTAM for the same airport references a separate obstruction relative to the approach end of Runway 32; despite that obstruction being located a few hundred feet to the west/southwest of the same final approach course:!DTS 04/004 DTS OBST CRANE (ASN UNKNOWN) 302354N0862804W (450FT S APCH END RWY 32) 140FT (125FT AGL) FLAGGED AND LGTDGiven the position of the first obstruction; I would also recommend the airport's ASOS contain a message about the crane.




Synopsis: Instructor pilot reported concern about a NOTAMed crane obstruction under the Runway 32 final approach path at DTS airport and suggested the NOTAM be reworded to enhance safety. Reporter also suggested the obstruction should be referenced in the ASOS.
Date: 201311
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Aircraft component: Oxygen System/Portable
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Distraction; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Pre-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Ambiguous

Narrative: During pre-flight; aft galley; lower doghouse drawer; aircraft right; Q400; one of the large portable oxygen bottles (POBs) gauge was reading empty. I immediately picked up the PA and announced to Captain; who was loading his bags in the front of the cabin; that one of my O2 bottles was empty. Sorry. (We were 45 minutes before departure; 15 minutes before boarding. if I remember correctly.) He called Maintenance or company personnel. While on the phone with them; he came to the aft galley to investigate. He was bent over; checking the bottles and answering questions on the phone. About ten minutes later; something made me look at the bottle again to make sure it was indeed empty. When I opened the drawer; I noticed the green-in-line-flow-indicator was showing on the other bottle. I was confused for a minute. Looked at the gauge. It was also empty. It was turned on. I turned it off and called the Captain on the interphone; and informed him. I assume the Captain accidentally turned on the full bottle. I don't know. He did say they were never trained on how to use our equipment back there other than preflight for repo reasons. We still had the other two mini O2 bottles full.I don't know how the original bottle got emptied. Was it cabin crew the day before? ...a passenger playing around?...ground crew?...catering?...or equipment malfunction? No telling.




Synopsis: A Q400 Flight Attendant discovered one of the aft galley portable oxygen bottles empty and a short while later; after the Captain verified her discovery; the second bottle was found empty.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was PIC of Aircraft X. On the day of the [event]; our plan was to fly to ZZZ1. We were flying southbound along the shoreline and all parameters of the aircraft and engine were normal. A couple of miles northwest of ZZZ the engine started to make rough sounds affecting the performance of the aircraft. Immediately I reported to ATC that I needed to divert to the nearest alternate (ZZZ) due to engine roughness and clarified that I wasn't declaring an emergency at that time. I decided to descend and join a left base for Runway XX and contact ZZZ. While I was turning to join final; I contacted ZZZ and explained the situation regarding my flight. The ATC told me that I wasn't cleared to land because the airport is private and that I had to declare an emergency if I wanted to land; due to that I applied full power in order to divert to ZZZ2 and that caused engine roughness to increase. I decided to [advise ATC] and land on Runway XX at ZZZ. After the aircraft landed; I inspected the aircraft for any possible leaks or abnormal damage but there were none. None of the occupants suffer any injuries or the aircraft damage. In the right front seat was a student pilot and in the back seat; a Private Pilot (as passengers).




Synopsis: C-172 pilot reported experiencing a rough running engine while enroute and completed a precautionary landing at a private airport.
Date: 202110
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Rain
Light: Daylight
Aircraft: B737 MAX Series Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After landing in ZZZ on XXR in a MAX; we made an approved turn-off onto Runway XYR to expedite our exit. It was at that time that the Runway Alert system began to make call outs about 'approaching XYR; runway remaining; and approaching XXL'.  The volume of those calls were so loud; that we missed an ATC call to expedite across XXL. Because we were unsure of the call; we obviously did not move until clarification was made. No violation occurred; but ATC was obviously irate during at our missed response; which could have caused a runway incursion or go around from an aircraft landing behind us.The system has caused more missed ATC calls in my experience; and is a degradation to safety despite its reason for being installed.


Second narrative: We turned onto Runway XXR after landing on Runway XZR. While making the turn; the RAAS system announced that we are Runway XXR just as the Tower was giving us additional taxi instructions over the radio. The RAAS system was so loud that I could not understand tower and had to ask them to repeat. Tower repeated the instructions and we continued taxiing without incident. I was wearing a noise canceling head seat with the volume properly adjusted. I am concerned that the volume of the system could cause problems since it is providing alerts at times that ATC instructions are likely to be made.


Synopsis: B737 MAX flight crew reported that the Runway Approach Alert System volume was so loud that it drowned out the ATC taxi instructions during taxi to the gate.