elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: LMO.Airport, CO
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZDV
ATC / advisory: CTAF LMO
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Distraction; Human-Machine Interface; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; Check Pilot
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Aircraft; Procedure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On final approach landing Runway 29 for my IFR checkride. We did a touch and go then went to FIMUR; got the weather. Then cut inside FIMUR by about a mile to intercept the approach turn inbound; [and] then made a call at MELVN that we were on the GPS Approach Runway 29 landing intention. Heard no traffic; determined that we were on the wrong channel. Changed immediately to correct channel and called again; nothing heard so we continued on approach. We then proceeded inbound for the landing following the approach plate. I made another call about 1 mile out saying that I'm 1 mile out inbound landing Runway 29 intention. I touched down as I normally would for a touch and go; by Taxiway A2 I saw something on the runway. Identified it as an aircraft and made immediate left rudder to try and avoid the aircraft. I got wheel off the deck about 100 to 150 feet prior to the aircraft and over flew it off our right wing. Upon seeing that I started scanning for more traffic. I first saw the jump plane pulling onto the runway and continued to scan and then next spotted the glider on final; high and to our 12. I then made a left bank to get out of the pattern area. After flying over the aircraft on the runway the examiner started messing with the radio and the radios came live shortly thereafter.


Second narrative: Aircraft on the ground near the runway was not distinguishable. Though other pilots heard our traffic calls on the GPS Approach; straight in. Be reluctant to use these type approaches at non-controlled airports VFR conditions.


Synopsis: A pilot and an examiner began the LMO Runway 29 GPS Approach straight in and made the appropriate CTAF calls with no response. During the touch and go; traffic was seen on the runway which created a near miss as they took off over the aircraft then discovered their radio malfunctioned.
Date: 201507
Local time of day: 1801-2400
Location: TEB.Airport, NY
Flight conditions: VMC
Light: Dusk
Aircraft: Gulfstream V / G500 / G550
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D TEB; Class E N90
ATC / advisory: TRACON N90; Tower TEB
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were on arrival into TEB airport being vectored for the approach to Runway 19.  Approach control assigned us 210 Knots while being vectored for the ILS.  We were getting close to the FAF and were getting concerned that we needed to slow down to get stabilized for the approach; so we requested a speed reduction.  Approach then advised we needed to maintain 210 knots to the FAF.  We advised we would be unable and needed to slow.  We were ignored.  We then asked to slow again and were told to maintain 210 to the FAF.  We then just advised ATC we were unable and were slowing to approach speed. We were then told to contact the tower.  My first issue (minor) is that we were underneath the Class B airspace and also about to enter Class D; so 200 Knots would be our max speed.  But more importantly; there is no way a large jet can make a stabilized approach from the FAF while at a speed of 210 knots.  This is setting up flight crews for runway excursions.  The FAA runway safety team is advocating the importance of making stabilized approaches; but then ATC is pushing aircraft to approach with too much airspeed (a known cause of runway excursions). I hope that Air Traffic Controllers can be trained to understand the importance of stabilized approaches and understand the needs of pilots to operate safely.




Synopsis: A G550 Captain reports being cleared to maintain 210 knots to the FAF for the ILS to 19 at TEB. He asks to slow prior to the 1;500 foot FAF to allow for a stabilized approach and is ignored.
Date: 201906
Local time of day: 1201-1800
Location: DTW.Airport, MI
Flight conditions: VMC
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class B DTW
ATC / advisory: TRACON D21
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
Result: General Police / Security Involved
Contributing factors: Procedure; Aircraft; Airspace Structure
Primary problem: Aircraft

Narrative: While conducting [line check] with a return to work First Officer; we had a close encounter with a drone.  We were on the down-wind approximately 5 NM east of DTW being vectored for a visual approach to [Runway] 21L in VMC.  We were level at 8;000 feet MSL; speed 250 KIAS; when the First Officer observed a drone very quickly go past the right side (his side) of the aircraft at very close range (within a hundred or so feet) and slightly below our altitude.  It appeared to be approximately 2 feet in diameter; roughly square shaped; and was green and white in color.  We advised ATC and gave basic details of the location; altitude and description.  After arrival; and after leaving the aircraft and gate area; I received a call from Detroit Airport Operations and returned to the gate at their request.




Synopsis: Regional jet Captain reported encountering a drone while on downwind for landing at Detroit airport.
Date: 202004
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Workload; Time Pressure; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight was normal until on a downwind just prior to recieving a vector to join the localizer for LOC BC RWY XXR practice approach. We noticed a smell of burning electrical that was very brief. Ran checklist for electrical fire inflight and found no abnormality. Checked engine instruments and the oil pressure gauge was registering low as the indicator was just above the red line on the left side of the gauge. Next; I ran the checklist for oil pressure loss by reducing power and enrichening the mixture. I was going to ask for an immediate vector; but was given a descent and vector to the left to intercept the localizer for RWY XXR.  At this time the engine was running fine. I continued down the localizer and the engine was running normally. At MDA; the Safety Pilot called out 'runway in site' and I removed the view limiting device and as I added a little power the engine shuttered and shut off - this was less than 1 mile from RWY XXR.  [Name]; CFII and Safety Pilot for the flight; said 'my controls' and positive exchange of controls took place and he was then PIC. I started the checklist for Power off Landing. He [advised ATC] and continued toward RWY XXR.  At this time there was no power; we landed short of RWY XXR on the blast pad. Rollout took us to taxiway. There was no damage to any airport structures; the airplane or us.




Synopsis: Cessna 172 pilot reported an engine failure on short final.
Date: 201909
Local time of day: 0601-1200
Location: CLT.Airport, NC
Flight conditions: VMC
Weather elements / visibility: wake turbulence
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 CLT
ATC / advisory: TRACON CLT
Second aircraft: A321
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Aircraft; Procedure
Primary problem: Environment - Non Weather Related

Narrative: On final approach for Runway 36R into CLT; we encountered wake turbulence at 4;000 feet right after turning onto final. Aircraft ahead was an Airbus 321. Aircraft started to respond to the wake turbulence.  Turned the autopilot off; corrected bank and pitch; and resumed normal operations.




Synopsis: EMB-145 First Officer reported encountering wake turbulence on approach to CLT in trail of an A321.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: PA-60 601/601P Aerostar
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: During descent and initial approach; airspeed became unreliable. Began to under-indicate by 15-20kts; based on pitch and power settings; then rapidly decayed to zero. Unreliable airspeed was reported to ATC. After further descent and 3-5 minutes time; airspeed returned to normal. This was also reported to ATC after controller query.Flight conditions were IMC with negative ice and negative turbulence; outside air temp estimated to be -15C. Pitot heat was 'on.'




Synopsis: Piper Aerostar pilot reported the airspeed indicator displayed low airspeed then decayed rapidly to zero during approach.
Date: 201706
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action
Contributing factors: Airport; Weather; Human Factors
Primary problem: Human Factors

Narrative: I was flying; landed 15R and upon rollout we were decelerating normally and approaching intersection D. Tower asked if we could make D. Captain replied yes. He then took control of the aircraft; but apparently did not feel comfortable turning at D and continued straight. I then applied full manual braking to stop prior to the intersecting runway 9/27. Due to the rain and standing water I could not see any hold short lines but looking towards runway 9 it seemed as we did not encroach upon the runway. I called tower indicating we would need Runway 27. Tower canceled takeoff clearance for an aircraft on 9 then instructed us to continue straight and turn off at C at the end and hold short of 9.


Second narrative: [Narrative contained no additional information.]


Synopsis: Air carrier First Officer reported they experienced a transfer of aircraft control issue during landing roll at Boston airport.  The crew missed their cleared exit taxiway.
Date: 201606
Local time of day: 0001-0600
Location: EGGX.ARTCC, FO
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A EGGX
ATC / advisory: Center EGGX
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
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 Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had just returned to the cockpit from my break/rest period. I was given a quick brief of our flights progress. We had been cleared as filed on a random route at FL370. The flight log was in order and filled out properly; HF frequencies were tuned; and a SELCAL check with Shanwick Oceanic had already been performed. Ten minutes later we received a SELCAL from Shanwick. Upon contacting them via HF; we were asked why our last position report showed us on a 3 mile right offset. I quickly checked the route to confirm our position/Strategic Lateral Offset Procedure (SLOP). It did indeed show R3. I asked the other First Officer the reason for the 3 mile offset. He said it was entered because of unusually strong wake turbulence from the aircraft 20 miles ahead and 1;000 feet above. He relayed that to Shanwick and stated that we would return to an offset of 0 or 1R. We returned to a SLOP of R1. I asked the First Officer if they sent a request for a right deviation via CPDLC. He said no. The rest of the crossing and flight were uneventful.




Synopsis: B777 First Officer reported returning from break and being questioned by Shanwick as to why they were offset 3 NM to the right of track. The IRO stated that the offset was initiated to avoid wake turbulence from the preceding aircraft without requesting a clearance to do so.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Flight Attendant told us as we entered plane that she was informed her best friend was COVID-19 positive and that they had been together recently. She then stated she was having some symptoms and was thinking of getting off flight on day 3. I performed my safety duties and sat in seat X for takeoff and landing so I was more than 2 inches away from her on the jumpseat. This was for my safety. We performed monitor and challenge on takeoff and landing. I felt the need for social distance to protect myself and my family from a virus that can cause fatalities.We should all be tested. For this virus. At minimum our temperatures should be checked daily. There should be no penalty for calling off. Maybe on planes that require flight attendants to share a jumpseat it would be prudent to move one of them to a seat by the exit like I chose to do.




Synopsis: Flight Attendant reported that a crewmember had possibly been exposed to COVID-19. For social distancing purposes; Flight Attendant sat in a cabin seat for takeoff and landing.
Date: 202009
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain
Aircraft: Falcon 7X
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After two hours of flight from ZZZ departure with ZZZ1 as destination; there was a big cell In front of us; because of that; we decided to climb to 46;000 feet; requesting block altitud 45;000-47;000 [feet]. The aircraft was a little bit heavy to climb to FL470 with a ceiling of 47100 at Mach .83; that is why we went for 46;000 feet. After a couple of minutes at 46;000 [feet] we felt something similar to turbulence but it wasn't; it was the engine 2 with apparent compressor stall; consequently we've got the engine 2 out on the CAS messages; started the check list and requested lower altitude at the same time; then on the way to FL450; the engine auto relighted; we checked all the parameters on the engine and everything was normal; after that we kept FL450 all the way to destination without any other problem.


Second narrative: We were cruising at FL450; the weather was getting bad; we were in IMC conditions and light turbulence; the plane was a little heavy to climb to FL470 to try to go out of the clouds; so we requested a block altitud between FL450 and FL470; we got approved as requested; so we climbed to FL460. After cruising for about 10 min; we felt some vibration; we thought it was the turbulence; but after the third time; we noticed the engine number 2 N1 and N2 were dropping; a couple of seconds later we received a CAS message 'Engine #2 Out'; we started the check list and requested descend to FL450; in the mean time the engine was trying to auto relight; we went to idle on that one and by the time we were reaching FL450; the engine started by itself; so we leveled off; waited a little bit to let it stabilize and added some power to make sure everything was fine; we finished the check list and everything looked normal; so we continue the flight with no other issues.


Synopsis: Falcon 7X flight crew reported engine failure shortly after climb to an altitude too high for the environmental condition needed for the aircraft's heavy weight.
Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued Advisory / Alert; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I] departed on IFR flight plan in good VMC and cruised 12;000 FT. When lowering gear for visual approach; noted absence of green gear safe light and visually confirmed right Main Landing Gear (MLG) failed to extend fully. Lots of fluid observed on gear. Declared emergency and conducted emergency gear extension procedures multiple times. Little or no pressure on emergency extension handle. Flyby at Tower suggestion confirmed failure of MLG. After burning off almost all fuel on right tank and trying procedures passed on by Tower from maintenance personnel; elected to land on two gear thought to be down and locked and hold right wing up as long as possible on rollout. [I] used runway most directly into the wind. Landed gently on left MLG; but after aircraft settled right wing and fuselage contacted runway and aircraft skidded to stop just off the asphalt. Egressed aircraft on left side as pre-briefed. No injuries. After all measures thought consistent with safety were attempted; all we could do was land the aircraft as gently as possible and accept damage. [I] kept the aircraft under control and the priorities of life and limb uppermost.




Synopsis: C210 pilot reports the failure of the right MLG to extend during approach. Hydraulic fluid is observed on the right gear and attempts at emergency pumping the gear down are unsuccessful. After burning most of the fuel in the right wing tank; a right MLG up landing ensues with no injuries reported.
Date: 201708
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Aircraft component: Nose Gear Wheel
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Human Factors; Aircraft
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Installed incorrect bearing part number in the inboard wheel half serial number aug92-0739. Incorrect bearing part number M224749 was installed instead of correct part number 68462.




Synopsis: Maintenance reported they installed an incorrect bearing on an MD-11 nose gear wheel assembly.