elihoole/asrs-aviation-reports huggingface dataset:
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 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: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Established in level cruise flight at FL380 there was a loud rumble from the left engine and subsequent loss of thrust. This was accompanied by an aircraft yaw and slight vibration. I called for the driftdown checklist and commenced descent. Left throttle was reduced to idle to alleviate engine noise/slight vibration. ATC [was advised]. Attempted contact with Dispatch/Maintenance via ACARS. Dispatch responded with a [Commercial Radio] freq. Comms with dispatch on [Commercial Radio] VHF frequency kept getting interrupted/cut off by more mundane message traffic. This was getting to be a source of frustration and time consumption so the decision was made to abandon further attempts to communicate with Dispatch/Maintenance. The decision was made to divert to the nearest suitable airport; in point of time; where a safe landing could be made. Dispatch was notified of the diversion via ACARS. FA's were briefed. Pax were briefed by Captain over PA. A transfer of aircraft control was conducted due to the Captain's extensive experience on the airplane. The [single engine] approach and landing checklist was accomplished followed by an uneventful landing with CFR notified and standing by along runway. We exited the runway and stopped the jet on a taxiway; shut down the left engine and requested CFR personnel to inspect the airplane with an emphasis on the left engine. They informed us on ground control frequency that the jet looked OK and no fire; smoke; fluids or damage was visible on left engine. We elected to taxi to the gate for a routine passenger deplaning.




Synopsis: B737 First Officer reported diverting to a nearby alternate after experiencing a loss of thrust on the left engine at FL380.
Date: 201201
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Weather elements / visibility: Windshear
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower ZZZZ
Aircraft component: Antiskid System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Workload; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control
When detected: Other Landing Roll
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Ambiguous

Narrative: Approaching our destination prior to touchdown we were aware of windshear advisories and reports. We briefed and planned accordingly. Reports were of MOD overshoot windshear by an A380 10 minutes prior to our approach. We added 20 KTS to the ref speed. Approach was gusty but manageable. At 200 FT AGL and stabilized we had a sudden drop in indicated airspeed and a WINDSHEAR; WINDSHEAR indication. We executed a windshear avoidance maneuver and were clear of it almost immediately. We returned for landing and had no further windshear indications. In the flare we had a gain in airspeed and floated. I put the airplane on the ground firmly. It was not a hard landing but firm. After slowing and exiting the runway and on our taxi in the Tower informed us that we appeared to have a blown tire on the right side. We checked and the right side gear showed hot; all 5s except one 0. We requested to stop short of the gate to have the gear inspected. We held the aircraft with the engines shut down using only the left brake until we were chocked to allow the brakes to cool. Maintenance was unable to determine a cause for the tire failure but it appeared that the brake locked up on landing; possibly an antiskid failure.




Synopsis: A B747-400 executed a windshear avoidance go around and on the next landing had an airspeed increase in the flare resulting in a firm landing with of a blown tire.
Date: 201204
Local time of day: 1201-1800
Location: LFFF.ARTCC, FO
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center LFFF
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Relief Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed Europe. During an intermediate level off at FL240 when we felt a loud muffled bang in the floor of the cockpit. All aircraft system indications showed normal. I checked with the Lead to make sure the cabin was secure. All was normal except for the thud. About [eight minutes later] and at FL340 came a second mysterious thud. I contacted Dispatch and [Maintenance] via HF. Our [relief] crew reported the sound seemed to come from the floor of First Class. A third bang was felt [later]. We were about twenty minutes out of [a suitable diversion airport] and I decided to land there. We followed the divert checklist and had [Maintenance] put in the write up for the thuds and the overweight landing. At [the diversion airport] we found the two forward cargo containers contained pharmaceutical products. On top of these boxes were large heavy plastic paper covered inflatable airbags to prevent the movement of boxes within the containers. In one container we found two burst bags and one inflated bag. In the second tin we found one burst and three inflated airbags. A total of seven airbags; three had burst and four were still intact. No damage to the aircraft.


Second narrative: I left cockpit to go on first break and heard a loud muffled bang while sitting in seat 2A which seemed to come from forward cargo pit or E&E compartment. Approximately eight minutes later another similar bang happened and I discussed with cockpit what I heard. After another five minutes there was another bang and I was recalled to cockpit for the divert.


Synopsis: A widebody international aircraft Captain and relief First Officer reported strange noises from lower deck while still over Europe. They diverted and found that some packing material had ruptured causing the noise.
Date: 201810
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Human-Machine Interface; Time Pressure; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Problems starting aircraft. Attempted 3-4 times; then consulted [maintenance]. Tried a couple more times; airplane started with a loud backfire. Lost comm 1 at run up. Consulted [maintenance] again; just switched over to comm 2; finished my run up; and before takeoff checklists and took off. Got established and at 4500 feet cruising and leveled off and trimmed. Flight was beautiful until I noticed my airspeed started to fall. I was level and hadn't adjusted anything. I increased my power and it slowly kept falling. I leveled off again and it kept falling. I double checked my pitot heat. I pushed the nose forward to trying to increase my speed. It seemed to hold the airspeed; but as soon as I leveled off again it began to fall. During all of this; comm 2 went in and out. Center informed me ZZZ was right in front of me. I descended and landed without issue to myself or aircraft. Taxied off runway. I don't know what caused the issue.




Synopsis: PA28 pilot reported radio malfunction along with gradual loss of engine power.
Date: 201312
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Gulfstream V / G500 / G550
Flight plan: VFR
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Regional Jet CL65; Undifferentiated or Other Model
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I had Aircraft Y (I think) regional jet holding at XXXXX; just south of XXX. The aircraft was holding at 10;000 FT (showing 10;100 on the scope). I had a jet coming in to XXX also given holding; or was going to be given holding; can't remember. The aircraft was descending down to 11;000 FT or 12;000 FT. The aircraft inquired about cancelling and going in VFR. He then cancelled IFR and I told him to maintain VFR and I think I told; or at least suggested; he stay VFR at 10;500 FT or above. I thought I told him about the traffic holding at 10;000 FT. I thought he acknowledged the VFR 10;500 FT or above. As I went to call traffic to Aircraft Y; I noticed what seemed to be a very fast descent on Aircraft X. I quickly called to him and confirmed he was going to stay at 'ten-five' or above. I know it's not correct phraseology but I didn't feel I had time; that this was very serious. I had expected him to level so I wasn't expecting a serious situation that requires a traffic alert. Aircraft Y inquired as to what that aircraft was doing. I believe I told him he was VFR inbound to XXX; but can't remember if he said he was in sight or just using TCAS. Either way; it was very scary and close. Aircraft Y told me something about the aircraft not being VFR and I honestly didn't care; saying something to the effect of 'that's not my call' because I didn't care; I had RADAR and wanted to make sure they didn't hit; VFR or IFR. I think I needed to be more assured that the VFR aircraft was going to stay at 10;500 FT or above; even though that still doesn't guarantee he will. I have no idea how quickly it actually happened; but it felt very fast and I felt like I was very aware of the potential conflict; but just didn't expect a safety situation.




Synopsis: Enroute Controller described an unsafe event when IFR holding traffic and a VFR aircraft that cancelled IFR were in conflict; the Controller acknowledging increased altitude assurance from the VFR aircraft would have likely prevented the event.
Date: 201708
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: RV-8
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; 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: I was part of a 6 ship formation flight. One of our wingman had a catastrophic engine failure. I became the emergency communicator while other wingmen searched for suitable landing areas. I was unable to raise ATC on 121.5 but was able to raise an airliner passing overhead. I squawked 7700 and circled over the wingman who had just successfully landed on a 2 lane country road. I circled for about 5 minutes and observed rescue vehicles and personnel on the scene. I received verbal radio communication from the downed pilot that he and his passenger were OK. At this point I squawked 1200 and told the airliner that the pilot was safely on the ground and had support vehicles around him. I believe the airliner relayed this info to ATC.




Synopsis: Pilot of a formation flight reported a wingman experienced an engine failure resulting in landing on a highway.
Date: 201710
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
ATC / advisory: Center ZJX
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Airspace Structure
Primary problem: Environment - Non Weather Related

Narrative: At 12;000 ft cruise I along with my copilot observed a drone at same level fly by pilot side window 100 ft from aircraft. Jacksonville center was advised of situation.




Synopsis: CE560 Captain reported a near miss with a UAV.
Date: 202104
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Fuel Tank Cap
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Procedure; Human Factors; Aircraft
Primary problem: Ambiguous

Narrative: Upon arriving at ZZZ; I asked the local FBO to fuel my aircraft. At their request; I allowed them to fuel the aircraft without me after hours. During my preflight inspection two days later; I noted the fuel quantity indicators in the wings indicated full fuel in the inner tanks. I noted that no water was present via a fuel sample despite heavy rain the day before; and that the gas caps were present on both wings. I was then distracted during my preflight inspection and did not remove the pilot side gas cap to visually inspect fuel level. The co-pilot side gas cap had previously been removed to observe fuel level in the tank. Engine start; taxi; and run up were unremarkable. Shortly after takeoff on runway XX; I noticed that the pilot side fuel cap had departed from the airplane and fuel was coming out of the wing at a tremendous rate. Fearing a severe weight imbalance; I Identified as an emergency and returned to land on runway 18 without further incident or damage. Extensive search of the airport grounds failed to locate the missing gas cap. No damage was noted in the gas cap receiver. I suspect that the gas cap was either damaged or installed incorrectly and the preflight inspection failed to uncover the fault.Chain of events:- Local airport staff removed both gas caps and fueled the plane unobserved.- Pilot side gas cap was either damaged or incorrectly reinstalled after fueling- Preflight inspection was not specifically performed on the pilot side gas cap- During takeoff; the gas cap came loose and departed from the aircraft- In-flight emergency was declared- Landing was successful without further incident or damageHuman Performance Considerations:- Other factors; such as lack of water in the fuel and fuel quantity indicators; gave the impression of properly installed fuel caps- Other activities occurring around the aircraft during the preflight inspection provided distractions that prevented a full inspection of the aircraft- Failure to remove and inspect the gas cap resulted with in-flight failure




Synopsis: PA-32 pilot reported loss of a fuel cap after takeoff.
Date: 201506
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Descent
Airspace: Class A ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Time Pressure
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While en route; without passengers; the number two engine flamed out at approximately FL380. The aircraft was approximately 25 miles North diverting for a large cell depicted on the radar (the cell was depicted over [a fix]). The aircraft had experienced three to four suspected lightning strikes and was descending through FL380 for FL340 when the number two engine experienced a rollback to a flame out. No secondary maleficent indications were noted.An [notification was sent to] ATC and the appropriate checklists were run. The crew noted that the number two engine was windmilling and no bad indications were noted so a restart was attempted. The restart was successful and ATC was notified and [our] status was requested to be repealed. The crew made an uneventful two engine normal landing.


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


Synopsis: A Beech 400 flight crew experienced a flameout while in descent to FL340. The crew noted that the number two engine was windmilling and no bad indications were noted. They successfully relit the engine and proceeded to a normal landing at their destination.
Date: 201201
Local time of day: 1201-1800
Location: ZME.ARTCC, TN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
ATC / advisory: Center ZME
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Controller on R41 was descending the aircraft into EVV. He descending the aircraft over R3702 because he thought only R3702A was active. Controller R42 called to R41 to say that R3702B was also active up to FL220. Controller R41 told me that he just deviated R3702 because we were not showing the airspace active. I went to TMU and inquired about the status of R3702 and they said both A and B were active and that it was briefed in the stand up briefing. However; that information was not changed on the ESIS board or written down the on the clip board where the FLM takes notes during the Stand Up briefing. During the briefing when I took CIC; R3702A was only briefed as being active; by the FLM. I talked to the FLM in Area 6 who is adjacent to our airspace and he was not aware of R3702 being active. He did not remember that being discussed at the stand up briefing. Area also had only R3702A only active on their ESIS board. R42 was the only person in the building that was showing R3702B as active. Area 1 FLM also came down and was unaware of the activity of R3702B. There seems to be a breakdown between TMU putting an update through on the ESIS and FLM's running the areas affected by R3702. I would recommend that they record the stand up briefing in the future so they could see if this information was actually briefed. I am not sure of the procedures in TMU but perhaps they could do a walk through of the areas to check that the ESIS boards are up to date with the latest information.




Synopsis: ZME Controller described a restricted area incursion likely caused by incomplete briefing mechanisms within the operations quarters.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: My plane inside of a 2 mile right base cleared to land. Another [high wing] left downwind reports a beam tower. Tower acknowledged. I keep the plane in sight; and watched him turn left base inside of us. Tower said nothing. The plane turns final ahead of us. Then the Tower jumps on pilot 'you don't turn base till I tell you to! Turn to the south right now.' The plane does and departs the area to the south. After landing the Tower says to us sorry about that. Point is the Tower never saw him turn base until after he was on final. If I would not have seen this plane and if I was just 700 feet closer we would of had a mid-air. The private contract towers are not professional. They talk to pilots like they are a bother to them. Close calls are common. The FAA says it's a county problem. The county Airport Authority blows it off; and gives you a telephone number where you speak to those in charge of all private towers in [the area]. They just defend the towers. These people need testing; human relations class included! I will go in front of any board that will listen. I have taught in area and have seen enough!




Synopsis: A pilot on base observed another aircraft turn in front of him before the Tower personnel noticed the conflict. The pilot is concerned about the attitude of the Contract Tower personnel.