elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Propeller Pitch Change Mechanism
Component problem: Design; Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Communication Breakdown; Distraction; Troubleshooting; Workload; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Chart Or Publication; Procedure
Primary problem: Aircraft

Narrative: While training for the Part 61 commercial multi-engine course for the student. We did a full engine shut down at 4;500 FT; 4 miles east of the airport. The engine was fully feathered for about 1 minute before we started doing the checklist to unfeather the engine and commence an air-restart. The engine did not un-feather after following the procedure in the checklist; so we changed to do the starting the engine without accumulator checklist; however on our 4th attempt to start the engine with the starter the intercom stopped working and the right engine instruments stopped working as well. After this happened we decided [to call] ATC but they could not hear us properly so we went ahead and declared an emergency; squawk 7700 and make a straight in for Runway 28L. We could not communicate with ATC properly; however we could hear them fine. We did a couple of 360 degree turns to lose altitude. Before reaching 1;000 FT and having the runway assured we decided to put the landing gear down and it did not work; so we proceeded to do the Emergency Gear Extension Checklist and we had a 3 green gear down indication. We landed the aircraft with no other issues. Later on after we cleared the runway we were met by the emergency vehicles and towed back the ramp.Better maintenance inspection on the aircraft since it is not the first occurrence on this same airplane with the same engine. Add to the checklist to remind us to reduce the electrical load and wait longer time between times we try to restart the engine; since when its happening while trying to teach the student and other thing come into play we tend to fully focus solely on what the checklist says and forget to think about the other factors. This way maybe we could have maintained our radios to have better communication with ATC and being able to lower the landing gear using normal procedures.




Synopsis: A PA-44 instructor and student shutdown an engine for training but were unable to unfeather it. Multiple unfeather attempts drained the battery; caused communications difficulties; required manually lowering the landing gear and landing in an emergency condition.
Date: 201709
Local time of day: 0601-1200
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear
Aircraft: Challenger 350
Flight phase: Cruise
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Weather
Primary problem: Weather

Narrative: At 45000 feet 50 miles southwest of LAR VOR we encountered severe turbulence. It started with moderate mountain waves that took us up to 45200 feet then down to 44700; with this happening twice in succession. The airspeed fluctuated from Mach .80 to .77 or so. This lasted for about a minute. About a minute in we were hit with a 2-3 second burst of severe turbulence. The airplane banked to the right 30 degrees rapidly; at which point I switched off the autopilot. Though I had control of the plane it rapidly went to Mach .74 even though I had the nose down and we lost about 500 feet. Initially as this happened we got the 'Stall' aural warning; though we got no stick shaker and it didn't come close to any kind of stall. After a few seconds the turbulence went to moderate then light; I had full control of the airplane and we got back up to 45000 feet. We requested lower and got down to 43000 feet where I put it back on autopilot. I went back to check on our passenger and reassure him. He seemed fine; a little nervous but overall ok. Conditions were clear; total VFR and no convective activity anywhere. The airplane weight was 31500 pounds and it was ISA -4c; well within performance parameters for 45000 feet in the CL-350. The only reports of turbulence in the area was for light turbulence. The release shear report for the LAR area was 1. Just a case of clear air turbulence with mountain waves. As the PIC I included is the shear report for the flight.




Synopsis: Bombardier Challenger Captain reported encountering severe turbulence that resulted in speed deviations and momentary altitude excursions.
Date: 202101
Local time of day: 1201-1800
Location: SNA.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Parked
Airspace: Class C Y
ATC / advisory: TRACON SCT
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Time Pressure; Troubleshooting; Communication Breakdown; Situational Awareness; Other / Unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Staffing
Primary problem: Staffing

Narrative: I may not have closed my IFR flight plan until an hour after landing. I flew in yesterday and the Tower had closed during my flight (I think for COVID). It's a very busy airport with lots of private and commercial jets. After being cleared for the approach by SCT TRACON; airport was far busier than normal and non-controlled. I simply do not remember if I cancelled in the air or not. Regardless; I tried to cancel about 20 minutes after landing when I doubted if I canceled in the air. It took me over 45 minutes to get a human on the phone. I called Weather-brief repeatedly and 1) the new menu isn't friendly without an account. 2) I was on hold forever all times. I also periodically called SCT TRACON and the SNA extension was busy. I finally tried BUR; got a Controller and he walked down the hall and canceled for me.What should I do? Always think about canceling. I was complacent; I never cancel there. I also should set up a WX-brief account. I also realize you can call other ATC numbers than the airport you landed at.




Synopsis: GA pilot reported the SNA airport Tower was closed possibly due to COVID-19 resulting in difficulty closing the IFR flight plan.
Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-34-200 Seneca I
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Trainee; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal approach and landing Runway XXR at ZZZ airport. Nose landing gear collapse during rollout at about 50 MPH after landing. ALL landing gear down indication were normal through the approach and landing. No gear unsafe indications were present. No abnormal systems indications were present during the approach prior to landing. Notified Tower and theN stopped the aircraft straight ahead on the runway after the incident. No injuries sustained by either pilot. Emergency equipment approach the aircraft along with airport operations personnel. Pilot information and identifications were provided. The aircraft was towed to its parking location at FBO.


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


Synopsis: PA34 pilot reported nose gear collapse at 50 MPH during landing roll.
Date: 201901
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: During boarding; the A Flight Attendant brought a concern about a passenger mobility device to our attention. She thought it 'looked like a hover board' and she wasn't sure it should be on the aircraft. The Ops Agent took the device and tagged it to go with checked baggage. The Captain and I saw them walk across the ramp to load it. After we landed in ZZZ the A Flight Attendant showed us pictures of what looked like the same device from the internet that showed it had lithium-ion batteries. If this was the case; the device (or at least the batteries) should have been stowed in the cabin or not allowed on the aircraft at all.As the Flight Deck Crew; we assumed the Ops Agent had properly checked the device before loading it. In future it would be wise to verify for ourselves what kind of device it was and what kind of batteries it contained.




Synopsis: B737 First Officer reported Lithium Ion powered mobility device was improperly transported on aircraft.
Date: 201705
Local time of day: 1201-1800
Location: SNA.Airport, CA
Aircraft: Cessna 425/441 Conquest I/Conquest II
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Aircraft X was base leg for an ILS approach into SNA. He was given a turn onto the localizer and cleared for the ILS approach. Apparently he was confused by the turn on and came back to me asking for the turn again. He now was crossing the localizer and approaching a 3700 feet MVA. I gave him a turn to intercept from the other side but his turn was not steep enough. He ended up in a 3700 feet MVA at 3000 feet. At Tustin [radar sector name] we used to have an area where we could descend below the MVA to the east. Where Aircraft X was a 3000 feet 'dump' area. It would really help out the airspace congestion if we could attack the ILS from both sides with the same MVA; instead if there's a blow through they are immediately in a higher MVA.




Synopsis: SCT TRACON Controller reported that an aircraft went through the localizer and ended up in a higher Minimum Vectoring Altitude then was issued.
Date: 201304
Local time of day: 0601-1200
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: M-20 E Super 21
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: UNICOM INF
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I experienced a] gradual engine failure (Not catastrophic.) [It appeared similar to] fuel starvation. I landed on highway with minimal damage to the aircraft.




Synopsis: The pilot of a Mooney M20 experienced a gradual engine failure and successfully landed on a highway with minimal damage to the aircraft.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Beechjet 400
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Helicopter
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft RA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Tower told us to join right downwind. Entered pattern on a high wide downwind as I was initially intending to go straight into right base. Turned right base; Tower called out traffic 300 feet below and I saw helicopter pass by on my left. Then; Tower said 'I didn't tell you to turn base.' He had us continue; however. We were now head on with a Cessna that was on the left base. Tower told the Cessna to turn off to the north and advised us of traffic 12 o'clock and 300 feet below. I had just initiated my descent to land normally; then I received an RA to climb. I climbed about 200 feet until clear of conflict; and watched traffic go under me about 400 feet below from right to left. Continued approach and landed normally using normal stabilized approach. Customers commented jokingly after landing about the Cessna that caused us to climb. Tower did not comment further about incident. Tower said to join right downwind but did not say he would call the base. Main issue in my opinion was Tower's failure to tell us exactly what he needed from us. Tower will typically say 'Extend/join downwind; I'll call your base.' I took his initial instruction as join right traffic.




Synopsis: BE-400 Captain reported an NMAC while on visual approach due to miscommunication with ATC.
Date: 201901
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Ground Personnel
When detected: Aircraft In Service At Gate
Result: General Work Refused
Contributing factors: Procedure; Company Policy
Primary problem: Company Policy

Narrative: Two main gear tires were [planned for cargo loading]. One fleet service member on this crew has already been injured in the past and was out injured for roughly 5 months. The person asked us about the loading of these heavy tires. We called rep and was instructed to take pictures as they should not be loaded onto the plane and they should be trucked as they always are.




Synopsis: Ground personnel reported refusing to load large main gear tires due to possible injury during aircraft loading.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B757 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: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Crew was alerted by a red Master Warning; CABIN ALT; and CABIN ALTITUDE lights illuminated; triple chime alarm and EICAS message CABIN ALTITUDE displayed.  Crew observed the cabin altitude increasing through 11000 ft climbing 500-1000 feet per minute. Immediate action checklist items were accomplished; ATC clearance for an immediate descent obtained. Cabin altitude continued to increase however; stabilized at approximately 13;000 ft as the aircraft descended in an idle power; full speed-brake; 250 to 300 kt IAS; wings level descent. During the wings level stabilized descent with flight spoilers; the cabin pressure descended below 10;000 ft and seem to stabilize at various lower altitudes upon aircraft level off at 13;000 ft for terrain. Captain transferred pilot flying responsibilities and ATC communications to the First Officer. Crew elected to divert. Remaining Cabin Altitude Warning checklist items were completed; ATC clearance to divert obtained; company and Station Operations notified. Inflight coordination; flight attendant cabin inspection; diversion checklist completed and passengers advised of the situation during the descent and Captains decision to divert. Terrain was insight throughout the descent; approach and landing accomplished. No assistance was required after landing or during taxi to the gate.


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


Synopsis: B757 flight crew reported a loss of pressurization while at cruise altitude. An immediate descent was initiated and a successful diversion to a suitable airport was accomplished.
Date: 202001
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Fairly high gross weight out of ZZZZ. Computer suggested flaps 5 reduced thrust takeoff.  V2 was 188.  Since the latest training event; or possibly [previous] training showed an increase in delayed rotation rates and tire speed exceedances (202kts) I decided to brief crew on that particular issue as a possible threat. Pilot Flying rotated precisely at Vr at a near perfect rotation rate and then stopped rotating at around 8 degrees nose up.  I used body english and a 'lets go' as I feigned pulling back on the control wheel but we still did not leave the ground until an airspeed of 207 to 208 as seen by the IRO. The winds were down the runway at 15 to 19 kts so its possible our GS was considerably less but that wasn't the real problem. It wasn't what the Pilot Flying was expecting! Once we were thru FL180 we debriefed. In conclusion; it turned out that none of the First Officers knew what the target pitch attitude for a normal takeoff was. (15 degrees.) Hence; even a beautiful rotation at the prescribed Vr would not avoid a late unstick speed if the proper pitch angle wasn't used; not to mention adversely affecting our single engine climb segments.




Synopsis: Captain reported First Officers did not know procedures for rotation angle during a non standard takeoff.
Date: 201309
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: Tower IAH
Second aircraft: A310
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Procedure; Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: During a visual approach to Runway 26L at George Bush Intercontinental Airport; our aircraft encountered wake turbulence. I was acting as the pilot not flying during the encounter. As I read the Before Landing Checklist; the aircraft rolled quickly to the right. The pilot flying applied full rudder and aileron deflection to correct the roll. This caused the Yaw Damper Fail EICAS message to come on and remain on for the remainder of the approach and landing. Restarting the system after arrival at the gate fixed the problem. Maintenance was consulted and the aircraft was inspected and OK'd. Our aircraft was number five for the visual approach to 26L. The aircraft immediately ahead of us was an Airbus A310 flying a very slow approach speed. Despite the fact that the pilot flying was maintaining an altitude slightly above glide slope; we must have encountered the wake of the Airbus. A bit more separation between aircraft of significant size difference may help prevent this type of event in the future.




Synopsis: EMB-145LR First Officer reported wake vortex encounter in trail of an A310 on approach to IAH that resulted in a roll. When the Captain applied corrective controls they got a Yaw Damper Fail message.