elihoole/asrs-aviation-reports huggingface dataset:
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
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 D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Switch
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Base to final turn; hand flying; single chime and GEN 2 off caution message popped up on EICAS. I glanced over and saw it and said something out loud like; 'GEN 2 is off; I'm continuing; we're short final and landing.' A few moments later; I heard a clunk sound in front of me; followed by the sound of a tiny propeller spinning. Pilot monitoring mistakenly cycled IDG 1 when intending to cycle IDG 2.


Second narrative: During approach our workload was a little high because we had had some problems visually acquiring the field. On base to final we got a GEN2 OFF caution message. After the aircraft was configured and on final I attempted to reset the IDG but cycled the IDG1 switch rather than the IDG2 switch causing a momentary loss of electrical power and deployment of the Air Driven Generator. I instantly realized my mistake and turned the IDG1 switch back to on. We continued the approach and landed without further incident. High workload on final approach was an unfortunate time for GEN2 to kick off. In the heat of the moment and in a critical phase of flight I attempted to solve the problem but cycled the wrong IDG. In retrospect the correct course of action would have been to just land the aircraft as we were already on short final and work thru the problem on the ground. Alternatively we might have executed a go-around and ran the QRH.


Synopsis: CRJ200 flight crew reported a IDG 2 trip during approach. The Captain attempted to reset it; but used the IDG 1 switch causing the air driven generator to deploy.
Date: 201811
Local time of day: 1801-2400
Location: PDX.Tower, OR
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PDX
Second aircraft: Small Transport
Reporter organization: Government
Reporter function: Ground
Reporter qualification: Air Traffic Control Developmental
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight; Taxi
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: When I had taken the GC [Ground Control] position; RWY 03/21 had just been returned to GC after a small arrival to the runway. RWY 03/21 is typically used by GC unless prior coordination usually when traffic permits a small prop to land on it and [Local Control] LC2 requests use of it from GC. LC2 had requested the use of RWY 03/21 for another arrival no more than 15 minutes after I took the position. I; working GC had also [Clearance Delivery] CD/FD combined with me; so I had multiple things taking my attention. I authorized the use of 03/21. Aircraft X had called for taxi and I gave them standard routing for the flow we were in; 'RWY 10L; taxi via Tango; Kilo; Cross RWY 21.' I had forgotten that I had given 03/21 to LC2 position. The other LC had come over and was standing next to me which I thought was strange and I made a comment to why he was there and he drew my attention the fact that Aircraft X was crossing the departure end of RWY03 and Aircraft Y was short final for that runway on the opposite end. The LC2 controller was made aware of the situation at the same time. We observed that Aircraft X had been clear of the runway edge before Aircraft Y crossed the landing threshold. In air traffic control; we can't always rely on our memories - there is too much at stake for that. That is why we have memory aids that we utilize. I was using a memory aid when this occurred and my scan had failed me. I had gotten into a flow that is more common and rattled off a standard instruction without giving a second thought to it. In order to prevent this situation from occurring again; I need to utilize my good scanning techniques that have saved situations from happening in the past. By doing this; I would have seen the memory aid and could have and will prevent this from happening in the future.




Synopsis: Portland Tower Ground Controller reported crossing an aircraft; while the Local Controller had an aircraft on final.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Time Pressure; Training / Qualification; Workload
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: I was in the solo commercial cross country for ZZZ1-ZZZ-ZZZ1 and before arriving the ZZZ. I wanted to go to the bathroom quickly. Usually; I do touch and go but I did a full-stop in the airport. After been to the restroom; I realized that I was too late for the schedule once making a call to Dispatcher. The Tower told me that wind [was] 290 at 12; cleared for takeoff. I put in the left aileron and right rudder with rotate speed 55 and when I started flying; the aircraft loses lift and divert into the left side of runway on the grass. No visible damage on the airplane.




Synopsis: PA-28 pilot reported losing lift during takeoff and ran off the runway onto the grass.
Date: 202201
Location: EWR.Airport, NJ
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B EWR
ATC / advisory: Tower EWR
Aircraft component: Weather Radar
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Gate
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: Uncommanded Windshear alert and weather radar test function activation on takeoff Runway 04R  in low speed regime. Rejected takeoff; appropriate QRC and QRH accomplished. Returned for takeoff Runway 04L. Same aircraft malfunction occurred. Second rejected takeoff was performed in low speed regime. Subsequently returned to gate and swapped aircraft. Appropriate ELB entry was made.




Synopsis: Pilot reported an uncommanded wind shear alert and weather radar test function activation on takeoff twice; then after the second returned to the gate for an aircraft swap.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 350
Operator: Air Carrier
Operating under: Part 135
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: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FL290; approximately 45 nm south of ZZZ; SIC (Second In Command) noticed oil streaming across the left side of the right engine. Immediately after the master caution illuminated and both crew members noticed the right engine oil pressure in the yellow range indicating 65 PSI. Shortly after the engine oil pressure dropped to the red range and the crew received a master warning oil pressure low light. Crew immediately referenced the checklist and conducted the engine shut down procedure for the right engine. Crew then advised ATC and diverted to ZZZ. Crew completed a single engine landing that was uneventful.




Synopsis: B350 First Officer reported inflight engine shutdown in cruise due to an oil pressure problem.
Date: 201808
Local time of day: 0601-1200
Location: DYB.Airport, SC
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Environment - Non Weather Related; Airport
Primary problem: Airport

Narrative: The grass and weeds have grown up so substantially that you cannot see the runway lights and or taxiway lights at this airport. The runway is in the middle of an unlit field and there are no city lights to assist. It has not been cut [in a while]. It is nearly impossible to Taxi at night if unfamiliar with the airport and landing is additionally a challenge. Further; the approach indicator lights are not accurate on Runway 24. If you follow the lights during the day; it will nearly land you in the trees on the approach and while at nighttime they are absolutely black and [not visible].




Synopsis: GA pilot reported the runway lights at DYB airport are difficult to see due to overgrown grass and weeds.
Date: 201404
Aircraft: BAe 125 Series 800
Operator: Fractional
Operating under: Part 91
Flight phase: Parked
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: This report is being submitted as a preemptive measure even though no actual event occurred. On this past trip the aircraft was in need of two of the most recent chart revisions for the US; LAM and CA paper Enroute charts which are carried onboard the aircraft. None of the revisions were in stock at our base. These are very important charts to have onboard; especially when operating in foreign countries. I bring this up because I have been told that the company will be discontinuing the use of paper Enroute charts at some point in the future. It appears that there may be a problem in stocking current charts even now. On a recent leg from Costa Rica; we were routed up UIM328 SELEK; UL345 UVA; UG 448 TADPO. In attempting to locate a frequency for Havana on the enroute section of the EFB; we were able to find only one VHF frequency within the communications block of the FIR/UIR boundary icon; but it was not being answered. We did find the correct frequency on the current paper Enroute charts; and Cenamer finally provided it as well. In a later search of the electronic charts the additional frequencies were discovered in the Communications Icon. I don't know if both pilots somehow overlooked this information at the time; or if a subsequent connection to WIFI downloaded the rest of them. The other issue with the EFB is that the digital Enroute charts are all but useless. They require an inordinate amount of time to download and then remain blurry for an additional period of time. Even when they eventually come into focus; it is very difficult to become oriented on these charts. In summary; I suggest that the Enroute paper charts for the US; and all foreign countries in which we operate be adequately stocked in the base and carried onboard the aircraft indefinitely. The approach plates on the EFB's are fantastic tools; but the enroute information may still have some inadequacies. The paper Enroute charts will be a good back up; and they are not difficult to update making the expense; a worthwhile safety feature to our operations.




Synopsis: Hawker 800 Captain believes that paper enroute charts are indispensable and cannot currently be replaced by electronic versions.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Second aircraft: Large Transport
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Aircraft was cleared to push from gate. ATC asked us to push deep behind [adjacent] gate to allow for aircraft to enter our gate.  Pushback Crew completed 90 degrees pushing turn. I noticed the aircraft had gone beyond 90 degrees and was deviating from the taxi line at almost the same moment the aircraft shook and came to a stop. I aborted the number one engine start at that moment and shut down the number two engine moments later. After stopping; the tug driver stated that he might have hit something; but from the cockpit we had no visibility of the impact. We were told that in fact we had collided with the parked aircraft at [adjacent] gate. The decision was made not to move the aircraft and the Passengers were deplaned on the taxiway after coordinating with airport operations. I was not aware whether this was a three person push; but it seems that if a 90 degree turn is required than the push crew should always have two wing walkers.


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


Synopsis: During pushback aircraft struck an aircraft on an adjacent gate.
Date: 202112
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Fuel Selector
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: During cruise at 6;000 feet MSL; engine began to run erratically and I noticed that the fuel flow was fluctuating between [approximately] 14-19 gallons per hour. I attempted to use the mixture to dampen the changes in fuel flow. I suspected that I had a failing fuel control so I turned the boost pump on low to supplement the fuel flow. I [advised] ATC and elected to divert to ZZZ. I informed ATC of my issue and was provided with great assistance. Approaching ZZZ; I noticed that the fuel selector was not fully in the detent. After moving the fuel selector firmly into the detent; the engine began to run normally and the fuel flow became consistent. I landed in ZZZ and terminated the event with ATC.




Synopsis: BE-36 pilot reported fuel system anomaly in flight. They discovered that the fuel selector was not fully in the detent and after repositioning it; the engine ran normally.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Night
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Attitude Indicator(Gyro/Horizon/ADI)
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: IFR student at the controls for GPS approach with partial panel. Student suddenly lost control of the aircraft; I suspect with very large banking and the aircraft went very quickly from 3;000 feet MSL to 600 feet MSL. With airspeed at red line. CFII took control of the aircraft; stopped the descent and climbed back up to 3;000 feet MSL. The Attitude Indicator and Directional Gyro instruments had tumbled and were unusable. We were vectored again for the approach and landed safely. The CFII's iPad resting on his left knee was found after landing in the rear of the baggage area; about 7 feet distance. Incident was very scary and happened so fast. CFII will no longer do partial panel in night or day IMC.




Synopsis: Pilot on partial panel GPS approach during a night IFR training flight lost control of the aircraft. Instructor regained control of the aircraft; was vectored for the approach and landed.
Date: 202009
Local time of day: 0601-1200
Location: MGY.Airport, OH
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class G MGY
ATC / advisory: CTAF MGY
Second aircraft: Beechcraft Twin Turboprop or Jet Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Workload; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airport; Airspace Structure
Primary problem: Human Factors

Narrative: During initial climb out from a touch-n-go student landing; I was flying the aircraft to execute the initial climb and turn to downwind for another practice landing for the student to provide the student a break during our multiple practice landings for this training flight. I had made a radio call of 'Dayton Wright Brothers Traffic; Aircraft X on the go; runway 2; closed pattern;' Shortly thereafter I was critiquing the student's landing and I heard another radio call made by one of the other two aircraft working the traffic pattern using runway 2. That radio call was something like; 'Aircraft on final for runway 20; we're using runway 2.' I had not heard an 'on final' radio call for runway 20 by another aircraft; but the radio call cued me there evidently was traffic on final for runway 20. I lowered the nose of my aircraft and immediately saw another aircraft that I perceived was inside 500 ft. from our aircraft and flight paths were leading to a mid-air collision. I immediately took evasive action; making an aggressively executed steep bank right turn of approximately 90 degrees of turn to deconflict our flight paths. After making the turn; I rolled back to the left and saw Aircraft Y continuing its descent to a landing on runway 20. Three aircraft were conducting training flights in the traffic pattern for Runway 2; and had been doing so for some time; at a minimum the entire time Aircraft Y was on final for runway 20. Contributing factor to this event was the student training occurring inside my cockpit. Aircraft Y either never heard the multiple radio calls by the aircraft working runway 2 or disregarded the fact runway 2 was being used by the other aircraft in the pattern. From the human factors perspective; I accomplished the evasive action based upon an instantaneous assessment of the closure rate and angle of my aircraft to Aircraft Y; subsequently perceived our mid-air collision potential; and the need to aggressively maneuver to avoid the collision.




Synopsis: Pilot reported NMAC with aircraft nonreporting aircraft.