elihoole/asrs-aviation-reports huggingface dataset:
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb checklist at 1;100 FT MSL; all engine parameters were green (within limits).  Later during climbout and after a few heading changes and a couple of frequency changes; we got a climb to either 16;000 FT or 20;000 FT.  Then we noticed the oil temperature on the number one engine in the red (122 degrees C).  After Maintenance checked the plane we were told that the oil was over serviced.  This causes the oil to cavitate (not cool properly).  We immediately ran QRH [which] directed us to reduce power 20 percent.  We also stopped our climb at 12;000 FT.  QRH said to give ten minutes for temperature to cool below 107 degrees C.  We contacted ATC that we had an issue we were working on and that we needed to stop climb; slow; run some checklists; and possibly turn back to [departure airport].  We sent ACARS to Dispatch. We also communicated with flight attendant's the issue; [and] to check #1 engine for oil; smoke; etc; as well as for them and passengers to stay seated.  We were back and forth on ACARS and attempts to OPS.  At ten minutes the temperature actually rose to 124 degrees C (oil pressure held steady at 66 psi).  QRH then directed us to 'engine fail/fire/shutdown' checklist.  We then shut down the engine and declared an emergency and made a turn for [departure airport].  We sent ACARS to Dispatch that we secured #1 engine; declared an emergency and were returning to [departure airport].  We communicated to flight attendants's the plan (everyone seated and fastened but no brace or evacuation).  I made PA to passengers that we had to shut down #1 engine as a precaution and that the plane flies very well on one engine.  I was initially PNF but then took control of the aircraft.  We communicated through ops once we were just a little closer other details (no fire; no evacuation; tug needed; etc.).  We were directed to QRC for other checklists to accomplish.  We had a very nice approach and landing; were met by fire and rescue (which did not use); tug; and Maintenance.




Synopsis: Q400 Captain reported shutting down #1 engine due to high oil temperature.  An emergency was declared and flight returned to departure airport.
Date: 201906
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object
Detector: Person Ground Personnel
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Ground crew lack of coordination. Lead marshaler was not monitoring properly his wing walkers; Ground crew failure to notice there was a cart a few inches in the path of aircraft just prior to stopping point.Upon approaching Gate at ZZZ; as per SOP and customary; FO (First Officer) Called 'Right clear'; my response: 'Left clear; brakes if you need them.' The state of the aircraft was single engine; idle power slow crawl forward. The ground crew lead was indicating to move forward and slightly correcting for position of nose wheel. Very slowly approaching and being ready for smooth final stop of aircraft we felt a 'thud.' I immediately applied full brakes and all movement halted. The lead was still instructing us to keep moving forward; so I mentioned to the FO 'they must have left a wheel chock in the way.'  The Ground crew lead continued to instruct us to move forward; we were short of the stop line. I started to gently apply power to try to move the aircraft as instructed. As engine was revving up the Lead ground member instructed urgently to stop. The A/C (Aircraft) wasn't moving. After parking aircraft I realized that the 'Thud' we felt before had been the Aircraft wingtip striking a parked Start Cart. The ground crew and or Wing walker hadn't noticed such intrusion in the box. From our vantage point in the cockpit; and given the relative distance of the aircraft/ Cart/ box; it was impossible for us (flight crew) to know/see that the cart was a few inches inside the parking box and would present a danger to the aircraft. After said incident I proceeded to contact dispatch/ Maintenance and wrote up the aircraft Log with the event.Better training for Wing walkers- More stringent requirements for ground personnel that have the responsibility for parking the aircraft.




Synopsis: CRJ-700 Captain reported his wingtip striking a start cart during parking due to inattentiveness on the part of the ground crew.
Date: 201502
Local time of day: 0601-1200
Location: TLH.Airport, FL
Aircraft: Small Transport
Operator: Fractional
Operating under: Part 91
Flight phase: Taxi
Reporter organization: Fractional
Reporter function: Other / Unknown
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Other Unwanted situation
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: At the Tallahassee; FL airport (TLH) Taxiway P was renamed 'B' several weeks ago.  Both the Garmin GPS safetaxi diagram; as well as the updated Jeppesen taxi diagram; still display the old and incorrect taxiway name- P.




Synopsis: A small transport pilot advised that Taxiway 'P' at TLH was renamed 'B' some time ago but that Jeppesen airport charts and the Garmin safetaxi diagram continue to identify it as 'P.'
Date: 201911
Local time of day: 1801-2400
Location: STL.Airport, MO
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B STL
ATC / advisory: Tower STL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: 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: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for visual approach to 12L. Approaching the marker; ATC asked if we could sidestep and land 12R. I was the PF (Pilot Flying). I looked up and mistakenly looked at Runway 11 and hesitated to respond because the PAPI showed 4 white lights. Captain responded we can sidestep and proceeded heads down to input localizer frequency for the right runway. I immediately disconnected the automation to fly the aircraft onto profile not realizing I was; in fact; looking at the wrong runway on the right. I was fixated on Runway 11 trying to get on profile when ATC advised we were turning for Runway 11 and instructed us to correct course toward Runway 12R. Upon the instruction; I noticed the third runway and realized at that point the error I had made. I corrected course immediately and we landed on 12R.




Synopsis: Air carrier First Officer reported loss of situational awareness and turned toward the wrong runway during initial approach after receiving a late runway change.
Date: 201809
Local time of day: 1201-1800
Location: LAS.Airport, NV
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were cleared for takeoff on Runway 26R in LAS. The Captain transferred the controls to me and I advanced the power and the aircraft began to roll. Shortly after we started to move; the red runway status lights illuminated; indicating it was unsafe to take off. Neither of us saw an aircraft approaching the runway to trigger the lights to illuminate. The Captain called for a reject and stopped the aircraft. We were about 50 KIAS when he rejected the takeoff. ATC asked if we needed assistance and we told them no and why we had rejected. We exited to the left at A2; turned the aircraft around; and held short of 26R at A2. The Captain explained what had happened to the passengers once we were stopped. We loaded performance data for a takeoff at A2 and ran the Departure Plan Checklist. We discussed the need to run the brake cooling; but we decided that since we had rejected at such a slow speed; it was not necessary. During that time; ATC cleared another flight for takeoff and the pilot told ATC the red lights were still on. Obviously they were turned off soon after; because they departed shortly after that. Once our departure data was loaded; we were cleared for takeoff from 26R at A2 and performed a normal takeoff. The following day we were discussing again whether or not we should have run the brake cooling. I am not sure if; as a matter of procedure; we should have done it even though our reject was such a slow speed. Looking back; I suspect it probably was something we should have done. I believe we were correct in rejecting the takeoff since we didn't know why the lights came on. It would be interesting to find out why they did come on since we never saw another aircraft that could have made them turn on. We probably should have run the brake cooling as well just to be sure.




Synopsis: B737 First Officer reported a slow speed rejected takeoff due to the illumination of the red runway status lights.
Date: 201401
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Aircraft experienced an uncommanded roll during initial descent after requiring more than the usual amount of aileron trim to maintain wings level during cruise. I did not notice anything abnormal during the pre-flight control check or notice any deflection of spoilers on the PFCS during takeoff roll. Follow the new guidelines set out for the Q400 as a result of this incident.




Synopsis: Q400 Captain experienced an uncommanded roll during initial descent after requiring more than the usual amount of aileron trim to maintain wings level during cruise.
Date: 201907
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate; Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: There is an ongoing issue with the DG (Dangerous Goods) being counted as bags when scanned. The DG should not be scanned as bags or go into the bag count column; but should have their own line to be scanned under. So as not to have it be confusing to any other Ramp Agent.




Synopsis: Commercial Airline Ramp Personnel reported on going issue of recording Hazmat items and passenger baggage.
Date: 201903
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B LGA
ATC / advisory: TRACON N90
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Departed Runway 13 LGA. LGA departure Whitestone climb. In the turn to 040 heading and climbing through 3;800 feet a drone went by very quickly on the right side of the aircraft slightly above us. It passed within about 100 feet.




Synopsis: A321 Captain reported encountering a UAV after departing LGA.
Date: 201507
Local time of day: 1201-1800
Location: PVD.Airport, RI
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZBW
ATC / advisory: TRACON PVD
Second aircraft: Beechcraft King Air Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Confusion; Human-Machine Interface
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Automation Aircraft RA; Automation Aircraft TA; 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 FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were at 5;000 feet headed direct to PVD.  We received a Traffic Alert.  ATC told us to turn right to a heading of 060; which I did.  Then we received the RA which first said 'Monitor Vertical Speed'.  The top of the IVSI turned red.  I clicked auto pilot off using the trim tab and held altitude and heading.  Then the RA said 'descend descend'.  I pushed forward and began the descent as ATC told us to climb to 5;500 feet.  TCAS said 'clear of conflict'.  The CA climbed to 5;500 feet on a heading of 060. As TCAS said 'clear of conflict' we saw a King Air pass from right to left in front of us in a climbing left bank.  It was tan with two stripes that appeared brown and navy blue. The N numbers appeared navy blue.  I then flew the rest of way to PVD and landed without incident.




Synopsis: A CRJ200 First Officer experiences a TCAS RA at 5;000 feet near PVD; initially showing red above and stating 'Monitor Vertical Speed'. Then the RA switched to 'descend descend' and as the First Officer began the descent; ATC issued a climb to 5;500 feet. The Captain takes control and climbs to 5;500 feet.
Date: 201407
Local time of day: 1801-2400
Location: RAP.Airport, SD
Flight conditions: VMC
Weather elements / visibility: Hail; Rain; Thunderstorm; 10
Light: Night
Aircraft: Medium Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors; Weather
Primary problem: Ambiguous

Narrative: As we made our approach and landing into RAP we were cleared to exit Runway 32 via Runway 5 and taxi in via Alpha. Once we landed in the rain the visibility quickly diminished while trying to exit the runway. We inadvertently turned onto Taxiway B which is approximately 40-60 feet prior to the Runway 5 intersection. Taxiway Bravo is supposed to be closed due to new concrete that was poured but the taxiway was only barricaded from taxiway Alpha and not the Runway 32 side. So we ended up halfway on Bravo. The lack of proper markings and barricades combined with the late evening hours and poor weather conditions led to our wrong turn. Luckily we were able to prevent any further incident and get tugged back on the runway and taxied on the specified taxiways.


Second narrative: [Report narrative contained no additional information]


Synopsis: Air Carrier First Officer reports inadvertent taxi on closed Taxiway B at RAP after landing at night in a rain storm. Taxi instructions had been to exit Runway 32 on Runway 5 as Taxiway B was closed but not barricaded by Notam.
Date: 202001
Local time of day: 1201-1800
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Second reporter function: Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Person Passenger
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: Aircraft X; flying at 39;550 ft. straight and level on a track of 93 degree had a near miss midair collision with an airplane flying opposite direction. RVSM not respected; the airplane was approximately 200 ft. and 50 ft. to the north of Aircraft X. Both airplanes were flying straight and evasive action were taken.I am a passenger of the airplane and I witnessed it with other passenger.


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


Synopsis: Passenger reported a near mid air collision with an opposite direction commercial airliner during cruise; requiring evasive action.
Date: 201311
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cockpit Window
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL370 during normal cruise; Captain's left windshield (outer windscreen) shattered causing zero forward visibility. Structural integrity was suspect and couldn't be confirmed due to nighttime conditions. Declared an emergency and descended to 10;000 FT. ATC had to move a [another] flight out of the way for the descent. ATC Controller did a fine job of coordinating for descent and divert. [We] landed uneventfully.


Second narrative: After normal takeoff and climb to FL370; we were established in cruise flight when we noticed a glow at the base of the Captain's windshield. Suspecting that arcing was occurring; the Captain; as Pilot Not Flying; had just begun to look in the QRH when we heard a very loud pop as the outer pane of the Captain's windshield shattered.


Synopsis: B757 flight crew reported the Captain's windshield shattered at FL370. Flight declared an emergency and diverted to a nearby suitable airport.
Date: 202202
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Trainee
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was doing my solo [and] when I did my initial call they cleared [me] for a left midfield Runway XXL. As soon as [I] was ready to enter midfield the Tower contacted me back to land straight in on Runway XY. I had to put full flaps and descend faster to make it to runway; because of that I approached faster than normal therefore I ended up landing faster and bounced to the grass. I tried to maintain control of the plane and keep the nose up to protect the propellers.I realize that I could go around or report unable to switch runway. No personal injuries or damage to the aircraft reported.




Synopsis: Cessna 172 student pilot reported loss of directional control on landing roll; resulting in a runway excursion.  No damage or injuries reported.
Date: 201903
Local time of day: 1201-1800
Location: ZLA.ARTCC, CA
Aircraft: Commercial Fixed Wing
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; 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 New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X AT 10;000 feet northwest of LHS on the BFL FASTO2 ARRIVAL; LHS TRANSITION. A faster aircraft was overtaking 10;000 feet; so I coordinated with BFL TRACON to descend Aircraft X to 9;000 feet. My belief being that the MEA on that route segment was 9;000 feet. However; immediately after issuing 9;000 feet I had doubts and looked at the FASTO TWO chart and saw that the MEA is 10;000 feet; so I climbed Aircraft X back to 10;000 feet. The lowest altitude I observed Aircraft X MODE C; was 9;500 feet.




Synopsis: Los Angeles Center Controller reported descending an aircraft below the Minimum En route Altitude.