elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 1201-1800
Location: W03.Airport, NC
Aircraft: No Aircraft
Operator: Other unknown
Operating under: Other unknown
Mission: Other unknown
Flight phase: Other preflight planning
Airspace: Class E ZZZ
Reporter organization: Other unknown
Reporter function: Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Confusion; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Inaccurate NOTAM: Airport lighting [at] W03 (Wilson Industrial Air Center Airport).Airport information lists MIRL and REIL for Runway 03-21.NOTAM lists RUNWAY 03/21 REDL OUT OF SERVICE andRUNWAY END IDENTIFIER LIGHT: RUNWAY 03/21 OUT OF SERVICE INDEF.While pre-flight planning we called the W03 FBO for clarification and were informed that ALL runway lights; including edge lights; are out of service and have been for several months.




Synopsis: Pilot reported the FBO informed them that all runway/taxiway lighting is inoperative at W03. Reporter stated the current NOTAM is in error regarding the lights that are out of service.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Second aircraft: DA40 Diamond Star
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; 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 was on a ferry flight taking a C172G around the south side of ZZZ airspace and later around the north side of [Restricted Airspace] to ZZZ1 to have an inoperative ADS-B transponder fixed. The aircraft did not have any operative transponder of any kind for this flight and as a result I planned a course to avoid any controlled airspace. Departure was uneventful as was the short climb to 3500 feet heading southeast. I was visually scanning 180 degrees in front of me every couple minutes and fine tuning my course around ZZZ airspace via an iPad on a RAM mount on the yoke and a panel mounted GPS. I was double checking my course on the GPS when I noticed a flash of movement out my left window and below me. Crossing directly under me 50 ft. maybe less was a white DA40NG. I was also able to clearly identify the emblem of [FBO] shortly after the passage. I did not observe any maneuvers on their part for the 10-15 seconds after the passage before I proceeded to look for any additional aircraft. There is a chance they changed course after I started looking for other aircraft I might have missed as this close call made me question the quality of my scan and as such I increased my frequency of my traffic scan. Based on the 90 degree angle they passed and the fact they were below me makes me theorize my right wing strut likely blocked direct view of them and prevented me from spotting them earlier and initiating course change or evasive action as required. I did not hear any radio calls on the UNICOM frequency for the two nearest airports which I was monitoring. I am aware of the equipment in these DA40NGs and hearing from students who attend the program feel there was an over-reliance on the TWAS system in the DA40NG and as such miss non-transponder equip aircraft. For myself I feel I should have factored in the blind spots caused by the wing struts and as such performed a slight wing rock during my scan to temporarily eliminate the blind spot to ensure I did not miss an aircraft it was blocking.




Synopsis: Private pilot reported a near mid-air collision in cruise while ferrying C-172 with inoperative transponder.
Date: 201511
Local time of day: 0601-1200
Location: DEN.Airport, CO
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: Small Transport
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Ambiguous

Narrative: We had briefed the visual for 16R; backed up by the ILS to 16R. We were cleared for the visual approach; and to maintain 210 knots. A [B737] flight ahead of us; also cleared for the visual approach; started to slow rapidly. Denver Tower slowed us to 170 knots; which we did. We were then instructed to slow to 150 knots; which we did. About the time we slowed to 150 knots; approximately 8 miles from the runway; we received a descending RA. I looked out of my window; and saw a turboprop flying just off of our wingtip. The aircraft appeared to be lined up for 16L; and continued to fly parallel to our flight path; not getting any closer or further away. The Descending RA continued. When we were about 1 dot below the glide slope the First Officer started to level off to recapture the glideslope. I commented that we still had an RA; and he returned to the RA escape maneuver. I turned the transponder to TA; but the escape maneuver still displayed that a descent was necessary. We were descending at around 1500 feet per minute; less than 2500 feet above the ground. After some discussion; we decided to ignore the RA; as to continue would result in ground contact somewhat short of the runway. Around 1100 feet above the ground; we flew into the 'red descend' zone on the TCAS escape maneuver; and re-intercepted the glideslope. Eventually; the aircraft landing on 16L slowed; and the RA escape maneuver disappeared. We never received a 'clear of conflict' message.


Second narrative: TCAS RA guidance was still directing a steep descent until approximately 800 feet AGL; but aircrew elected to continue the descent at a shallower descent rate for fear that continuing the steep descent guidance given by the TCAS RA would then trigger an EGWS and/or GPWS escape maneuver; (further [exacerbating] the TCAS RA). Aircraft was stabilized before 500 feet AGL; and landed uneventfully.


Synopsis: A320 flight crew reported receiving a 'Descend' RA on approach to DEN that commanded a steep descent until approximately 800 feet AGL.
Date: 202112
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Windshear; Turbulence; Thunderstorm; Icing
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: MCP
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting; Time Pressure; Workload
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overrode Automation; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: While descending on a radar vector to ZZZ the MCP (Mode Control Panel) failed causing us to lose both flight directors; auto pilots; auto throttles. We ran the appropriate QRH for Autopilot Disengage; Autothrottle Disengage; Altitude Alert. I requested priority handling with ATC and requested radar vectors to the final for the RNAV approach where we landed without incident. The fire department was dispatched for our landing.Cause - Complete failure of the MCP. Followed ATC instructions to the airport.


Second narrative: While descending on a radar vector to ZZZ the MCP failed causing us to lose both flight directors; auto pilots; auto throttles. We ran the appropriate QRH for Autopilot Disengage; Autothrottle Disengage; Altitude Alert. I requested priority handling with ATC and requested radar vectors to the final for the RNAV approach where we landed without incident. The fire department was dispatched for our landing.Cause - Complete failure of the MCPFollowed ATC radar to the airport for landing.


Synopsis: B737 flight crew reported complete failure of MCP; flight directors; auto-throttles and auto-pilots requiring ATC vectors for RNAV approach.
Date: 202201
Location: DEN.Airport, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B DEN
ATC / advisory: TRACON D01
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: We were on descent and cleared for the ILS 35R into DEN by the TRACON and were hearing other aircraft ahead of us losing GPS signals and transponder issues. Shortly afterwards and approaching DORRY (IF) on the ILS 35R we received a 'LEVEL OFF' TCAS RA with no prior notification. The offending target was to our 2-3 o'clock and climbing. The First Officer was the Pilot Flying and complied with the RA using established SOP and I notified ATC. It appeared that the target passed beneath us. After clear of conflict we returned to our clearance for the approach and reestablished the automation. Shortly afterwards and while on final we had a temporary loss of GPS signal and transponder failure. We continued as we were established on the ILS. Both returned to normal on the ground. It seems other aircraft were having GPS/ADSB/Transponder issues that day into DEN; as well.




Synopsis: Air carrier Captain reported and airborne conflict requiring evasive action followed by a loss of GPS signal while inbound to DEN.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During the beginning of the takeoff roll; at approximately 40 KTS; three or four faint beeps were heard. The source of the beeps was unknown at the time and the take-off was rejected at about 50 KTS. Upon clearing the runway I realized the beeps were probably from my phone. It was in the airplane mode; however; when the low battery warning sounds it makes a beeping noise - the battery charge was low. To be safe we verified the condition of the aircraft. There were no ECAM messages; no status messages and no lights illuminated anywhere in the cockpit that would indicate an abnormality. I contacted the A Flight Attendant to verify the status of the cabin and check the forward lavatory. No abnormalities were found. The decision was made to continue the flight following a 20 minute brake cooling delay. (Due to the aircraft having somewhat high brake temperatures inbound we began the take-off/RTO event with 240 degree brake temps. Consequently; after the RTO the brakes reached 345 degrees). The flight continued without incident. Turn phone off completely rather than using the airplane mode.


Second narrative: After takeoff clearance received; Captain advanced thrust to FLEX as aircraft started to roll; heard an unidentifiable warning/alarm. Captain brought thrust to idle and stopped aircraft. Max speed reached about 50 KTS. Exited runway and discussed possible problem. Warning sounded like a (home) fire alarm or possible phone. Called flight attendants; one had heard warning bell/alarm coming from front of cabin area. No other problems noted with any systems or ECAM. Thought warning tone probably came from unknown phone. After brakes cooled; continued back to runway for takeoff.


Synopsis: A319 flight crew reports a rejected takeoff when three faint beeps are heard as the Captain is initiating the takeoff. Once clear of the runway the sound is traced to the Captain's cell phone which had been placed in airplane mode but was emitting a low battery warning.
Date: 202004
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Cessna Stationair/Turbo Stationair 6
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Aircraft X recently had oil change; dipstick said 11 qts. of fresh oil in preflight.Start was fine; runup had good oil pressure; and no abnormalities. Upon liftoff; cabin began filling with smoke; and received a call from Tower that we were smoking and trailing oil. Circled back to Runway XX; made a short approach; uneventful landing; and taxied back to the hangar. Oil was smoking and dripping from the cowl; covering the fuselage; and a large amount was noticed in the area we had started the aircraft as well. Checked dipstick about an hour later; and it showed no oil.




Synopsis: C206 pilot reported smoke and a loss of oil on takeoff that resulted in a return to the departure airport.
Date: 201911
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at our cruise altitude of 38;000 feet; I noticed the right engine oil pressure fluctuating at lower than normal levels. Upon closer scrutiny of the right engine instruments; we saw the oil quantity at zero. The Low Eng Oil Pressure Amber EICAS then started flickering. While I began to reduce thrust on the right engine to see if that would help; my FO ran the Right Engine Oil Pressure which led us to the Engine Shutdown Checklist. We requested priority handling with Center; requested a descent to FL 270 which was slightly below our drift down altitude; and requested direct ZZZ. Given our altitude; it was the safest suitable airport considering the time we needed to descend from 38;000 feet; run all checklists; coordinate with dispatch and the flight attendants; and ATC. Dispatch said he agreed with our decision to divert to ZZZ. As the FO expertly finished all checklists; I briefed the flight attendants with TEST; and then made a pa to the passengers about our predicament. ZZZ airport was clear and we made a normal landing in VFR conditions on Runway XXR; about 25 minutes after we began our descent.  After clearing the runway; we reinforced the seatbelt sign as we came to a stop on DX. At that point; crash and rescue checked  the exterior of the aircraft and engine and saw nothing to report.  We continued to ZZZ1 with one truck in trail of our aircraft. The passengers disembarked without event. I asked the mechanic who met us to tell me what the oil quantity was in the right engine. He reported back that it was completely empty.


Second narrative: [Narrative contained no additional information.]


Synopsis: B757 flight crew saw right engine had no oil quantity. Crew shutdown the right engine; diverted and landed safely.
Date: 201509
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After an uneventful touch down on runway 17; while slowing to turn off the active runway; the nose gear collapsed. The propeller struck the ground and the plane skidded about 25-30 yards. There were no injuries.




Synopsis: A C210 nose gear collapsed during the landing roll causing a propeller strike.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 170
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Trainee; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Weather; Human Factors
Primary problem: Human Factors

Narrative: My instructor and I were practicing cross wind landings on Runway 11. At the time I was acting as a student gaining proficiency in the aircraft and learning proper technique for cross wind landings. The wind was variable at 150 to 190 at 12 knots. I had control of the aircraft on final and landed the aircraft in the two point configuration on the first 1/3 of the runway. By approximately 2/3 down the runway the aircraft was ready to transition to a three point configuration from the two point wheel landing configuration it initially contacted the runway in. While allowing the tail to lower to the ground; the aircraft began to yaw to the right into the wind. At the moment the aircraft began to yaw; I did not feel comfortable or confident in my ability to react to the yawing and verbalized 'you have the flight controls' to my instructor. This was the process in which we had briefed previous to the flight of how command of the flight controls would be transferred should either of us feel unsafe or uncomfortable. Once verifying the instructor had control of the aircraft; I let go of the controls and placed my feet flat on the floor off of the rudder pedals. At this moment; the instructor took control of the aircraft and accepted the role and responsibility of pilot in command. The instructor successfully stopped the rotation of the aircraft; keeping the aircraft on the runway. However; shortly after the instructor corrected the aircraft; the aircraft pitched over onto its nose and slid approximately 4 feet to a stop. Once the aircraft was stopped we turned off the electrical master; turned off the magnetos; closed the fuel valve; and exited the aircraft. No injuries occurred to either occupant of the aircraft. Following the incident and referencing NTSB 830 and AIM 7-6-2 this was classified as an aircraft incident as no substantial damage occurred from the view point of me as the student or the instructor. Therefore this did not qualify as an event requiring notification to the NTSB.




Synopsis: During crosswind landing practice in this tailwheel aircraft; student pilot transferred control to the instructor after losing confidence in his ability to maintain control of the aircraft on landing. Aircraft pitched over and skidded to a stop on its nose.