elihoole/asrs-aviation-reports huggingface dataset:
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Night
Aircraft: B757-200
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: Lubrication Oil
Component problem: Malfunctioning
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 Diverted; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During cruise at FL410; the First Officer noted high oil temperature on the left engine. The crew then noted zero oil quantity on same engine. High Oil Temperature Checklist was performed. During procedure; oil temperature continued to increase and entered the red band; so the engine was shut down in accordance with the checklist and all indications returned to normal including oil quantity. The decision was made to [divert] as [another airport] was closer than [our destination] and the crew was familiar with airport and level of support available. Also; [our planned destination] had high winds at the surface which were not conducive to safe operation (280/27G39); mountainous terrain and high altitude above sea level.


Second narrative: During the initial stage of cruise flight; I noticed the left engine temperature in the yellow band. I pointed this out to the Captain; who then looked up the proper procedure in the QRH. As we were going through the checklist in the QRH; the engine temperature moved into the red band. Per checklist instructions we secured the left engine using the Engine Failure/Shutdown Checklist. We then notified ATC; declared an emergency and began the drift-down procedure. During the descent the Captain made contact with the company and we determined the best course of action was to divert. We then coordinated with ATC for direct routing. Upon arrival we landed without further incident.


Synopsis: During cruise the crew observed an increased oil temperture on the left engine as well as a low oil quantity. After performing the appropriate checklist; they shutdown the engine and divert to a suitable airport.
Date: 202103
Local time of day: 1201-1800
Location: LRU.Airport, NM
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Other Survey
Operating under: Part 91
Flight plan: VFR
Mission: Utility / Infrastructure
Flight phase: Cruise
Airspace: Class E ZBQ
Reporter organization: Other unknown
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: I inadvertently flew into R-5017B following along I70 Northeast of Las Cruces Int'l Airport (LRU) due to poor chart verbiage. I am requesting an update be made to the VFR charts here in this area to be more clear about R-5017B. Currently; on the chart it reads 'R-5017B EXCLUDES THE AIRSPACE AT AND BELOW 1500 ft. AGL'. I fly all across the United States testing ground based communications for leakage on certain frequencies for FAA and FCC compliance. I fly these grids at 1500 AGL and when I checked my Las Cruces grid (as I always check the airspace I'll be flying in) I noticed that the grid was partially inside of R-5107B yet noticed the text on the chart and was surprised (to what my interpretation was) that I was going to be able to hit the grid over the town of White Sands seeing as I fly my grids at and below 1500 AGL. I was not on flight following as all my grids in this are were in uncontrolled airspace and I was more free to switch between the different CTAF's I would be able to monitor traffic and report positions on. It wasn't until I called up center to get flight following from my on site station to ABQ that I was told to copy a number for pilot deviation. I have sent pictures of the VFR chart to many very seasoned pilots along with a few CFI's today after my incident without telling them what happened; each of their interpretations of the text on the VFR charting was identical to mine. I hope that my experience today helps to hopefully change the chart to make it more clear; that there is only a very small specific area for the excluded airspace and to prevent further pilot deviation in this area.




Synopsis: Pilot reported inadvertent airspace violation due to poor chart verbiage.
Date: 201208
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Physiological - Other; Distraction
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On departure climb out at 8;000 the First Officer and I noticed a strong electric burning smell. Shortly thereafter we heard commotion (movement and yells) in the cabin of the aircraft followed by multiple call button tones from passengers. The #3 Flight Attendant called the cockpit and notified us that passengers were yelling there was smoke and it smelled like electrical fire. She reported: The smoky area was isolated in the center portion of the cabin (row 20). She had initially thought it was condensation; but after getting closer (she went to row 20) it was obvious to be smoke and burnt electrical. We notified ATC and leveled the aircraft at 11;000; the smell began to dissipate; but there was still an electrical smell lingering. At this point; the First Officer and I deemed that the smoke or smell was not strong enough in the cockpit area to don oxygen masks or goggles. Also; due to the smoke and smell dissipation; I determined the QRH procedure was not required. I verified the reports twice with the # 1 Flight Attendant and also verified that the smoke and smell was dissipating. At this point; I determined and conferred with the First Officer that the best course of action was to return to the airport. I declared an emergency with ATC; notified the #1 Flight Attendant; briefed the passengers; and notified Company we were returning. Upon inspection by Maintenance; the problem was isolated to a blown/burned light ballast in row 20. Side note: After arriving; I was informed by Maintenance that this was not the first occasion with our aircraft fleet and that it could (a theory) be related to the 166 seat conversion wiring. Of course this was theory; but seemed worthy of noting.




Synopsis: Shortly after takeoff a MD-83 crew and passengers detected a strong electrical burning smell with smoke in the cabin; so an emergency was declared and the flight returned to the departure airport where a burnt florescent light ballast was found in row 20.
Date: 201207
Local time of day: 1201-1800
Location: MEV.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class G MEV
ATC / advisory: CTAF MEV
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Training / Qualification; Situational Awareness; Distraction
Anomaly: Conflict NMAC; 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: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During taxi to the run up area at the approach end of Runway 34 at MEV; I heard Minden area traffic on the radio. I decided to listen to the destination AWOS on the same radio; thus switching the CTAF frequency to standby. In order to hear the AWOS; I had to pull the squelch button out. When I pushed the button back in; I could no longer hear the AWOS. As a result; I did not realize that the CTAF frequency for MEV remained in standby. When I departed Runway 34; I first transmitted my intentions (on the wrong frequency); then looked for departing traffic on Runway 30. I did not see or hear the aircraft departing Runway 30 until his shadow passed overhead. I looked down at my radio; saw my mistake; and switched frequencies in time to hear the other pilot asking if I was on frequency. He stated that I passed 'right below' him. Presumably; he needed to take evasive action. There was no contact. This incident would have been prevented had I not neglected to set the CTAF frequency to active on my radio. At the time of the incident; I was well rested; well hydrated; and not distracted by issues outside of flying. I have over 300 hours in the airplane in question; and am very familiar with the layout and function of the radios.




Synopsis: A pilot departed MEV Runway 34 without the local CTAF frequency selected and had a near miss with an aircraft which had just departed Runway 30.
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Second reporter function: Enroute
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: [We had] Air Carrier XXXX en route to Wyoming; and Air Carrier XYXX en route to Colorado both on frequency at the same time. Air Carrier XYXX handed off to Sector 1 for descent clearance to FL340 as per the FOP for aircraft landing Colorado. Air Carrier XYXX given the frequency change to Sector 1; Air Carrier XXXX answered the frequency change instead and the read back was missed. Air Carrier XXXX checked in at Sector 1 at FL380 and the Sector 1 Controller acknowledged Air Carrier XXXX and issued a descent clearance to FL340. Air Carrier XXXX inquired about rides at FL340; the Controller at Sector 1 then called Air Carrier XXXX; Air Carrier XYXX and issued a frequency change to Sector 3 and told the pilot to inquire about rides there. Air Carrier XXXX accepted the descent clearance and frequency change where it was noticed that the incorrect aircraft was descending to FL340 and violating the airspace of Sector 4. Appropriate action was taken to correct the descent and Air Carrier XXXX was climbed back up to FL380 and Air Carrier XYXX was descended to FL340 and shipped to the appropriate frequency. Have this Air Carrier change similar sounding call signs if they anticipate the aircraft being in the same sector at the same time.


Second narrative: [Narrative #2 had no additional information.]


Synopsis: Enroute Controller described an unauthorized descend and airspace incursion when a same company aircraft with a similar sounding flight number initiated a descent issued to another company aircraft.
Date: 201210
Local time of day: 1801-2400
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class E ZNY
ATC / advisory: TRACON N90
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Workload; Communication Breakdown; Distraction
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: After getting the ATIS for TEB we briefed for the ILS to Runway 6 with the possibility of circling to Runway 1. The Controller had cleared us direct to VINGS Intersection and had descended us to 2;000 FT. ATC was very busy and there reports of geese in the area. Prior to reaching VINGS we were given a 090 heading to intercept and were cleared for the ILS to Runway 6 and told to contact the Tower. After crossing VINGS we maintained 2;000 FT until reaching glide slope intercept and then followed the glide slope. Just prior to DANDY we got a very brief TCAS TRAFFIC alert. I looked to my right and saw an aircraft climbing out of EWR. TCAS showed he was about 1;000 FT above our altitude and was not factor. My attention went back to the PFD in which I noticed we would be crossing DANDY on the glide slope. At that point I remembered from previous trips to TEB the 'mandatory 1;500 FT at DANDY.' We had not briefed this crossing in our approach briefing. I believe this occurred because of a lack of proficiency using the EFB in the aircraft. I have been using my iPad for Commercial Charts on the other aircraft I fly. I chose to use the EFB installed in this aircraft so as not to add more distractions in the cockpit. The EFB was left in the segmented view by the previous crewmember and I failed to change the view. In this case the profile segment was set to the briefing strip and not the profile view of the approach plate. Not seeing the profile view I failed to notice the mandatory crossing at DANDY Intersection.




Synopsis: A Corporate pilot on approach to TEB Runway 6 was very busy; distracted by a TCAS; and because of workload did not cross DANDY at the mandatory 1;500 FT constraint.
Date: 201901
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While conducting the approach RWY XX into ZZZ; at a position just prior to ZZZZZ; we experienced a FLAPS FAIL Caution Message. At the time of the failure; our airspeed was 200 KIAS; the altitude was 2;500 feet.; the OAT was -20C; and the flaps failed in the 0-degree position. The FO (First Officer) (PF) (Pilot Flying) took the radios and notified ATC; while I (PM) (Pilot Monitoring) completed the QRH. ATC issued us a series of vectors; while we completed the QRH and coordinated a diversion to ZZZ1. Once the abnormal procedure was complete; I assumed control of the airplane; and was the one who accomplished the subsequent landing. We requested the ILS RWY XY at ZZZ1 and landed without incident. ARFF (Aircraft Rescue & Fire Fighting) crews were present along the runway; though an emergency was not declared. The root cause of this failure is; at present; unknown to myself.


Second narrative: Just before commencing the approach at ZZZ to RWY XX; and approaching the ZZZZZ waypoint; I asked the CA (Captain) who was pilot monitoring for flaps 8. Flaps Fail caution message immediately illuminated. We broke off the approach and received a heading away from ZZZ at 2;500 feet. I took the radios while the CA ran the QRH and coordinated with Dispatch. I continued to fly; and transferred controls to the CA for the landing. We decided to divert to ZZZ1 taking in consideration turbulent conditions; strong gusty winds; and the longer runway. We received a series of headings and climbed to 5;000 while working the problem. Landing with flaps zero at ZZZ1 RWY XX was without incident. They had emergency vehicles waiting for us; but we did not declare an emergency. Cause of flaps fail is unknown at this time.


Synopsis: CRJ-200 flight crew reported Flaps Fail Caution Message on approach and diverting to an airport with a longer runway.
Date: 201910
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: DA42 Twin Star
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Trainee
Reporter qualification: Flight Crew Instrument; Flight Crew Student
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Flight originated from ZZZ via IFR flight plan. Initial point of landing ZZZ1. Aircraft landed at ZZZ1; fueled at FBO. Aircraft departed in left downwind. Aircraft autopilot was selected on to climb aircraft at 100 kts. direct to ZZZ VOR. Upon level off at 7;500 ft.; cruise checklist was completed. [About 15 minutes later]; loud 'thud' was heard. Pilot flying initially believed passenger in rear had dropped large item; which was not the case. Instructor Pilot pulled out flashlight to inspect right side aircraft wing. Upon inspection of left side wing; Pilot Flying noticed 2 of the 4 vortex generators missing as well as a black mark. Pilot Flying and Instructor deemed the safest option would be to discontinue flight and return to ZZZ1. TRACON was notified of situation and provided assistance. TRACON closed VFR flight plan upon request. Aircraft entered left downwind. Instructor Pilot took control of aircraft for approach to landing phase. Aircraft was forced to land over maximum landing weight. After shutdown; pilot and Instructor were able to confirm 2 of 4 vortex generators had gone missing; crack visible on aircraft surface and patch of aircraft missing. Blood splatter was visible across entire left side of aircraft. Propeller had no visible damage.




Synopsis: Pilot reported a bird strike resulted in aircraft damage.
Date: 201911
Local time of day: 1801-2400
Location: LGA.Airport, NY
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LGA
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure; Company Policy; Airport
Primary problem: Company Policy

Narrative: We should be more cognizant of our location and taxi instructions. Contributing factors were that neither pilot had been to LGA in multiple years and the airport briefing pages and ACARS messages were not as clear as they could be. A note on either of those noting that the correct gate has a sign with the terminal number on it would have helped greatly. Our gate has an XX sign whereas the wrong gate only has X on it. Also; there are too many frequencies (tower; ground; company; ramp; ground; then ramp again) to be called after landing especially when it's such a short taxing exiting Runway 4 where there isn't much time for both pilots to be fully concentrating on taxiing and not distracted by other duties.




Synopsis: Air Carrier pilot reported turning the wrong way while taxiing due to confusing gate signs and confusing taxi communication procedures at LGA.
Date: 201901
Local time of day: 1801-2400
Location: DAL.Airport, TX
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DAL
Second aircraft: Citation Excel (C560XL)
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Airport; Human Factors
Primary problem: Airport

Narrative: I was working GC (Ground control). Aircraft Y had just landed RWY 31L and was instructed by LC (Local Controller) to turn right at either taxiway E or C4. LC observed Aircraft Y making a right turn off at C4 then cleared Aircraft X for take off (who I believe was in position at the time). I noticed Aircraft Y continuing a right handed turn onto an old decommissioned reverse exit (Juliet I believe was it's name). I immediately yelled to LC to stop his departure and that Aircraft Y was still on the runway. LC immediately canceled the takeoff clearance. By this time Aircraft Y had done a complete 180 and was slightly working his way southbound on the runway; eventually continuing a right hand turn for C4 again.The old reverse turn off 'stub' should have been and still should be completely demolished. Currently it exists as a approximately 50 foot piece of concrete coming of off C4. There are yellow painted X's however at night most likely difficult to see. Furthermore this airport would greatly benefit from an ASDE-X. This would have given LC an even better idea of the situation.




Synopsis: Tower Controller reported a runway incursion due to an aircraft taking the improper taxi route.