elihoole/asrs-aviation-reports huggingface dataset:
Date: 201604
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Baron 58/58TC
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: UNICOM ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Evacuated
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Normal landing configuration; winds were a factor in that they were gusty up to 20 kts with perhaps a 20 [degree] crosswind component. I carried 10 knots over normal Vref and used approach flaps until 500 feet then selected full flaps and confirmed three green indication on my landing gear indicator. Crosswind controls were input and landing was otherwise normal with initial contact on the mains and I held the nose off to reduce flying airspeed; throttles were selected to idle just before touchdown.As the nose gear was lowered to the runway it collapsed and both props ground to a stop. I immediately closed both fuel levers and selected mags to off position. No fire ensued. I reported the event immediately to FSS so as to close the runway and get a NOTAM out.




Synopsis: Beech 58 pilot reported the nose gear collapsed upon landing. The aircraft was secured and evacuated.
Date: 201506
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: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: While taxiing for runway; two status messages were posted. Ground (GRD) spoiler fault; Flight spoiler fault.  A Master Caution was also posted as GRD spoiler.  Maintenance was notified and crew was advised to return to gate.  Upon return to gate; maintenance personnel replaced the faulty electrical systems and aircraft was returned to service.  Aircraft taxied back to runway.  All pre-takeoff checks were normal. On the takeoff roll after 80 KTS and before V1 approx. 120 KTS a master caution was posted with a takeoff configuration and ground spoilers.  The Captain called for an abort and assumed control of aircraft.  The aircraft was brought to a stop on the runway; and exited under control to a taxiway. ATC was notified and a call to the flight attendant placed to make sure that all was ok in the cabin.  The aircraft was taxied back to a gate.  The right brakes were smoking and the Brake temperature Monitoring System (BTMS) readings were 8.  Maintenance was notified.  A walk around was completed along with all appropriate checklists.  The only abnormal aspect was the smoking brakes; that subsided with time. A master caution for a Takeoff configuration at 120 kts with possible ground spoiler deployment. The Captain did a great job in bringing aircraft to a safe stop.  I believe that when we have flight control faults the aircraft should undergo deeper checks prior to being released for service.  Also during training we should include a high speed abort in simulator training for this exact problem that we experienced.




Synopsis: A CRJ-200 First Officer reported the Captain decided on a high speed rejected takeoff when they received master caution warnings of 'Takeoff Config' and 'Ground Spoilers.' The reporter stated these items were the subject of maintenance attention prior to takeoff.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: I was on a normal crosswind approach to landing in a landing configuration. After my main gear touched; a gust of wind picked up my left wing and as a result collapsed my right main gear. As a result the aircraft suffered damage. No injuries were involved.




Synopsis: Piper Cub pilot reported a gust of wind during landing caused his landing gear to collapse.
Date: 202004
Local time of day: 1801-2400
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZ
Aircraft component: Electrical Power
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Situational Awareness; Time Pressure; Workload
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During pushback off of [gate] in ZZZ; the I noticed white smoke and a burning odor. The smoked seemed to be coming out from under the First Officer avionics panels. We stopped the pushback and shut off the engine we had just started. Initially; based on the rapid rate at which smoke was filling the cockpit; I decided to make an announcement to evacuate using the main boarding door without stairs. There were only 14 passengers on board and we had several ground crew outside to help with deplaning without steps. However; the smoke seemed to subside rather quickly when we opened the cockpit windows so; as a crew; we decided that we now had time to have the tow pull us back into the jet bridge to make a safer; more normal deplaning situation. I made another announcement explaining the situation and for each pax to take the nearest seat. We then pulled back into the jet bridge and deplaned. We then shut down the aircraft completely. We returned the personal belonging to the passengers and eventually swapped to a spare aircraft and continued to ZZZ1.We handled the situation in the cockpit by shutting down the engine; opening windows and running the QRH procedures. The procedures are obviously made for inflight; but it had us turn off recirc and gasper fans. We then shut off all inessential electronics and avionics once we talked to everyone we needed to. Since the smoke subsided; we felt like we had time to pull up to the jet bridge and deplane rather than risking a evacuation without stairs. I had called Dispatch right after we deplaned. I was bombarded with many people such as gate managers; ramp managers; [Crash Fire Rescue]; etc. as I was on the phone. Next time I'll wait to call Dispatch and Maintenance until all the information is relayed to the different people on the ground.




Synopsis: EMB-145LR Captain reported smoke in the cockpit during pushback that resulted in a return to the gate.
Date: 201906
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Small Aircraft
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on the RNAV XX Approach. We were reporting position on. Calls were made 8.5 miles out; 4 miles out; and there on frequent calls were made to report our position and intentions. Winds were 140@6 knots. Our intention was a full stop landing on Runway XX. At around 200 feet we suddenly saw a red single engine Aircraft Y take off from the opposite end (runway 32) without making any radio calls and turned away from us (to our left). We landed on runway XX and the incident was terminated. There was no traffic alert on TCAS and we didn't see the airplane takeoff till he was airborne. The pilot monitoring was thorough with all radio calls to report intentions and position. The Aircraft Y didn't make any further calls and departed the pattern.




Synopsis: Flight Crew landing CE-560XLS had Near Miss with small single engine aircraft taking off.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were changing Runway XXR to XXL. We were given turn base on our discretion and cleared to land Runway XXL on downwind and there were aircraft on downwind XXL. I thought they were following us; but according to ATC we were supposed to follow that traffic.




Synopsis: PA-28 flight instructor reported an airborne conflict in the traffic pattern due to confusion with ATC communication.
Date: 201304
Local time of day: 0601-1200
Location: DFW.Airport, TX
Aircraft: MD-83
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Aircraft component: Oxygen System/Crew
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part; Manuals; Procedure
Primary problem: Human Factors

Narrative: We departed with an inoperative observer seat O2 mask. I do not think I briefed Flight Attendant at the gate on this item. (was not sure we would even need a lav break on this fairly short leg). However; during the flight; the First Officer needed to very briefly use the lav. I remember briefing the Flight Attendant at the time of transition about using the First Officer's mask if necessary; due to MEL item. In hindsight; it would have been better to have accomplished this briefing before we departed. The MEL does not provide any guidance on inop observers O2 and lav breaks. I suppose using a portable O2 unit would have been possible; but this seemed like it would compromise the desired 3 second cockpit to cabin transition. O2 was always readily available to the Flight Attendant from the First Officer's mask; which was positioned only a few inches from where the observers mask was located.


Second narrative: Was told a flight attendent was not comfortable with it being inop on bathroom breaks.


Synopsis: The flight crew of a MD-83 reported a flight attendant had stressed concerns about an MEL'd Observer O2 mask required for their use when; per security requirements; they occupy that seat while a flight crewmember is absent from the cockpit.
Date: 201409
Local time of day: 0001-0600
Location: SLC.Airport, UT
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight plan: VFR
Mission: Skydiving
Flight phase: Cruise
Airspace: Class B SLC
ATC / advisory: Tower SLC
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Situational Awareness; Time Pressure; Troubleshooting; Confusion; Communication Breakdown; Distraction
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: Parachute operation being conducted to the east of the airport close enough to be a factor for east downwind traffic. I was informed the aircraft would be held outside the airspace until jumpers were on the ground. The supervisor informed me aircraft will be held out until he gave the ok. The TRACON called me and said Aircraft X reported the jumpers on the ground and the arrivals were now inbound. I informed the supervisor who appeared to be on the line with the TRACON at the time. Another controller informed me it didn't look like the last jumper was all the way on the ground yet. I then moved the traffic as far west as I could to avoid any possible conflict.There was some type of miscommunication between the supervisors in the TRACON and tower; and the TRACON controller as to when to allow aircraft back into the airspace. Additionally Aircraft X reported the jumpers were on the ground when that may not have been the case. It seems to avoid any confusion the tower supervisor should make this call.




Synopsis: SLC Tower Controller reports of parachuting exercise going on in close proximity to the airport.
Date: 202202
Local time of day: 0601-1200
Location: DCA.Airport, DC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DCA
ATC / advisory: Tower DCA
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: The flight to DCA was uneventful till about 5 miles on final. We had a constant tail wind on the approach around 30-40 kts. Approach was conducted on autopilot. We broke off around 1400-1800 ft. and continued in marginal VMC. After we passed 1000 ft. in stable conditions I noticed that aircraft slowly and then more aggressively starting to pitch down and vertical speed suddenly increasing from 800-900 ft/min to 1200-1800 ft/min. I was hoping that autopilot would correct this pitch down moment; but it didn't respond as I expected. I disconnected autopilot and stabilized path and speed before 500 ft. AGL. The rest of the of the approach and landing was uneventful. I would think that there was a combination of factors of the strong tailwind and some interference from the ground facilities. I am not sure if 5G interference played a role in this approach. I hope my case was a single event today; but if there were numerous aircraft affected on the approach this day; it should be investigated.




Synopsis: Air carrier Captain reported autopilot issues on final approach at DCA; citing 5G interference as possibly contributing.
Date: 201812
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Toilet Furnishing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climbout at approximately 1;000 feet AGL; we had a SMOKE TOILET Caution message with the smell of electrical fumes in the cabin and possible smoke. This was a ferry flight with no Flight Attendant; the cockpit door was open and the cabin lights were off; so it was difficult to confirm the smoke. I informed ATC we needed to return to the airport due to cabin smoke. We accomplished immediate action items for smoke and prepared for the return to the airport. ATC vectored us to a visual. Turning to final; I noticed the caution message was out and the fumes had dissipated. I was the Pilot Monitoring and the First Officer; who was the Pilot Flying; accomplished an uneventful landing. We told Tower the situation had cleared and that we could taxi back to the gate. We were given all clear from the fire department after an external inspection; and we taxied back to the gate. From there; we called Maintenance; and the Dispatcher.I am not aware of any undesired aircraft states occurring; but we had threats including numerous MELs (no Autopilot; and Antiskid channel one inop.); busy airport; and approaching 10 hours of duty. Another threat was that my O2 mask continued to fog up making it hard to see. Because I was unable to ascertain if there was actual smoke in the cabin due to the no lights in the cabin; on future ferry flights; I may turn on a few reading lights in the rear of the cabin. The fogging of the O2 mask was probably due to me not ensuring I had a good seal when I put the mask on. In the future; I'll be sure to have a good seal.




Synopsis: CRJ-200 Captain reported returning to departure airport after receiving a SMOKE TOILET caution message and smelling electrical fumes.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
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: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: Other Landing
Result: Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented; Flight Crew Inflight Shutdown
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying an ILS (Instrument Landing System) approach to Runway XXR during VMC (Visual Meteorological Conditions) conditions. At 1;000 and 500 ft. AGL; the aircraft was stable and on glide slope with target landing speed. At approximately 400 ft. AGL I noticed a yaw to the left along with a master caution light. I corrected the yaw condition and asked the Captain to look at the caution. The aircraft remained stable and I landed without incident. Upon landing roll out the left engine was observed to be at 0 RPM.The Captain informed me that he was guarding the throttles and adjusted his position in his seat for better visual lookout. While adjusting his position his hand must have brushed against the left engine start lever and once out of the stop it fell approximately 1' and began to shut down the engine.Specifically provide guidance for hand placement for throttle guarding during an approach for the pilot monitoring.




Synopsis: B737 First Officer reported that the Captain bumped an engine start lever during approach and caused the engine to shut down.