elihoole/asrs-aviation-reports huggingface dataset:
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Other unknown
Operating under: Other unknown
Mission: Passenger
Flight phase: Initial Approach; Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ1
Aircraft component: Landing Gear
Component problem: Malfunctioning
Reporter organization: Other unknown
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As turning a high wide base for ZZZ visual approach to Rwy XX; noticed gear unlocked light was illuminated with gear still selected up. The gear unlocked light was off prior to this and had normal indications after takeoff from ZZZ1. Selected gear down and back up to recycle; still had gear unlocked light. Put gear back down; and had gear unlocked light illuminated with three green lights. Recycled for gear unlocked light illuminated with gear selected down. Still showed three green with red gear unlocked light illuminated. Referred to QRH and followed checklist; which resulted in gear blow down. Pulled T-handle; still had three green and red unlocked light illuminated. Declared emergency and elected to return to ZZZ1. Tried flaps greater than 15 and noted gear horn sound beyond 15. Followed QRH checklist for landing with defective gear. Upon landing; gear was down and landing was uneventful; followed through with shutdown on runway in accordance with QRH. Evacuated aircraft with passengers. Aircraft was towed. Mechanical issue with aircraft landing gear.




Synopsis: Cessna 402 pilot reported a gear unsafe indication during preparation for landing.
Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: SR20
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Vans Aircraft Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Human Factors

Narrative: RV pulled out in front of us (knowing he was) when we were on really short final. His radio call 'RV departing RWY 34 we will be out before the cirrus'. We got the pleasure of side stepping due to us being nearly on top of him.




Synopsis: SR20 flight instructor reported that another aircraft pulled onto the runway while they were on short final.
Date: 202008
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Troubleshooting; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: During a turn of the aircraft; a spraying for sanitizing process was performed by a local vendor in an inadequate manner. Technicians were aboard the plane and had asked the vendor to hold off spraying the cabin till maintenance was finished with a log item. Communication broke down between the vendor and maintenance personnel and the spraying procedure began.Soon after; a Technician on board the aircraft started to experience lightheadedness.  The immediate Supervisor was informed and the Technician was escorted to medical. Myself; and other members of the safety team happened to be in the office when the Technician began experiencing lightheadedness and followed up with an observation. We are concerned that there seems to be no effective way to communicate to maintenance personnel that spraying is being performed on an aircraft. We would prefer either an assigned item to the planned work or a log write/up. In other words; Technicians are unaware if it will be performed on a given aircraft turn. Secondly; with regard to operational control; we would like to devise a plan and communicate it to personnel The Maintenance Controller; X Vendor and Maintenance should devise a plan about who has control. Airworthiness of the aircraft and time allocation should prevail. We mention this because the technicians stated that the vendor pushed for completion of his work first. Our concern here is there appears to be a case where the vendor chose to break procedures and spray the cabin with maintenance on board. They failed to clear the aircraft prior to spraying. The spray information sheet is alarming. The dilution formula; is it safe? The new procedures that recently went into effect in the manual indicate that there is no wait time before people can board the aircraft. Previously; there was a 10 minute wait period after completion of spraying before personnel and passengers could board the aircraft.Furthermore; the new procedures do not require excess fluid/residue to be wiped up with a clean rag. Were these new procedures intentional or simply overlooked?  The gentleman who went to medical most likely had an allergic reaction to the mixture. We are asking to reconsider re-implementing a sufficient wait period prior to entering the aircraft.




Synopsis: Maintenance Technician reported an aircraft sanitizing vendor started spraying the aircraft while maintenance personal were still on board. Technician reports one mechanic became ill.
Date: 201901
Location: LGB.Airport, CA
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Undershoot
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: During departure and climbout of LGB we received a TCAS RA with a Monitor Vertical Speed command. The conflicting VFR aircraft was +500 while we were level at our assigned altitude of 3;000 feet. We made sure that we complied with the command by not climbing anymore; the aircraft above cleared our path and we were given a new climb clearance to a higher altitude. We were able to see the other aircraft during the event and they appeared to remain +500 above us at all times. Once we were clear of conflict; we returned to normal operations and the flight continued without further incident.




Synopsis: Air Carrier Captain reported a Traffic Resolution Advisory during climb from LGB due to VFR traffic.
Date: 202003
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Engine quit on short final and was unable to restart. Result was a crash about .5 miles from ZZZ. Possible causes are mechanical issues in the fuel system or mags. As I do not know what caused the engine to fail; I do not know what could be done to prevent a recurrence.




Synopsis: Pilot reported engine failure caused an aircraft crash.
Date: 201712
Local time of day: 1201-1800
Location: ZKC.ARTCC, KS
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZKC
ATC / advisory: Center ZKC
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Troubleshooting; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL370 speed reduced for chop. During Power reduction; (Autothrottles on) Number 1 engine began a compressor stall. As per QRH; I disengaged Autothrottles and pulled engine back to stop the stall. First Officer immediately asked for lower. Speed started to decay; so I began descent prior to receiving a clearance for lower altitude. There was no traffic in the vicinity according to TCAS. Leveled at FL 330 and engine continued normal.Used 'ENGINE LIMIT OR SURGE OR STALL' procedure in QRH; Engine ran normally; so we continued to destination.




Synopsis: B737 pilot reported experiencing an engine compressor stall while reducing power for turbulence penetration.
Date: 201302
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: FBO
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Training / Qualification; Confusion; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew Returned To Departure Airport
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While operating in the traffic pattern we were given a landing clearance while on downwind abeam the numbers on Runway 2. We were told that we were Number 3 for landing behind two Cessna 172s on final. At this point we turned base and checked the final to ID our traffic ahead. We then cleared the extended final to our right and saw no conflicting traffic either way. We turned final and heard Tower communicating with a C172 but we didn't hear the conversation because of instructional activity. After we turned final and began our final approach; Tower asked us if we were on a one mile final behind another Cessna. We saw a Cessna ahead in the flare over the runway so we confirmed. The Tower Controller told us to go-around and to sidestep left of the runway. I added full power and sidestepped the runway to the left. As we climbed we suddenly saw a C172 climbing out of the right side window very rapidly. We were approximately 10-15 FT laterally from the other aircraft. I continued the turn to clear the aircraft and then flew another normal traffic pattern to land. The student was on an initial solo. I spoke with the instructor and he advised me that the student had 60 hours of flight time and this was his first solo. He clearly had English comprehension issues. The Ground Controller advised us that he was having trouble understanding the instructions. It appeared as if the other Cessna was on an extended straight in approach and that he was cleared as the number 4 aircraft behind us on base. He must have thought that he was supposed to follow the aircraft already on final and he did not look at the based to see if there was conflicting traffic. Spoke with the student and instructor on the ground to talk about collision avoidance and traffic pattern operations.




Synopsis: A C172 encountered a very near miss with another C172 on final approach at the airport.
Date: 201407
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Ambulance
Flight phase: Final Approach
Airspace: Class C ZZZ; TFR ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After landing we received a phone number to call the secret service [via the] TRACON; and were advised that we had landed within the inner circle of a presidential TFR. During preflight planning I studied the FAA graphical TFR and thought our destination airport would be outside of the inner ring. We were filed and operating under Medevac and flying a transplant team. The Controller advised us that we should call and make prior coordination next time before entering the inner circle of a presidential TFR. He advised us that since we were flying IFR; he would have turned us if it was a problem; but that it would be better to just call first next time. I apologized for our misread of the TFR.




Synopsis: The pilots of a Medevac light twin jet unknowingly landed within the inner circle of a Presidential TFR.
Date: 201910
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During takeoff with a full thrust setting; we experienced a very pungent dirty gym sock smell on takeoff around 100kts until 14;000 ft. During climb we also entered visible moisture; which most likely exasperated the smell/fumes as well. This is consistent with the guidance currently available for this type of event; which occurs at high power setting on takeoff; or during thrust reduction during a descent. Moisture entering the engines will normally pick up small oil particulates; and they then can pyrolyze entering the ECS (Environmental Control System) system. This is also prevalent during any event; which can allow small oil particles to become heated to an extreme temperature to form a mist when entering the ECS.




Synopsis: B757 Captain reported 'pungent dirty gym sock smell' on takeoff to 14;000 feet.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Situational Awareness; Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Enroute; we noticed 'A' system hydraulic quantity trending lower. We initially attributed it to a non-emergency issue we had during gear retraction when the nose gear failed to remain locked up in the retracted position. The QRH procedure remedied that situation; but required continuous pressure on the landing gear up system. Just prior to descent; we began to feel certain that the unusually low quantity was due to a leak instead of increased system demands as the volume continued to decrease. We assessed that we would be able to approach and land at our filed destination without using emergency procedures if our routing and sequencing was close to normal. During the descent; we were instructed to proceed to holding. We both quickly agreed that was not a safe option and stated to Approach we would be unable. They asked what our divert was and we stated it and were issued a clearance there; but we also quickly assessed that was also an unsafe alternative and stated we were unable to accept the clearance. The Captain requested priority handling for our destination and then declared the emergency when ATC denied the request. System 'A' fluid level was roughly 20-25% below a low normal and continuing to drop. I was timing the loss rate and had noticed an increase in the loss rate over time. We then flew direct to the approach and landed without incident using normal systems. Airfield Rescue and Fire Fighters (ARFF) at the end of the runway noted no apparent leaks. Our fluid levels had risen from 51% to 68% - still way below normal and we elected to taxi to the ramp with the ARFF Commander trailing us. At the gate; closer examination revealed hydraulic fluid escaping from and pooling in the main wheel wells and a significant leak in the 'A' system.




Synopsis: A B737-800 crew left the 'A' Hydraulic System pressurized to keep the nose gear in the uplocks during flight; but developed a hydraulic leak which required that an emergency be declared for landing.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
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: Captain; Pilot Flying
Human factors: Distraction; Human-Machine Interface
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Rejected Takeoff; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I had just turned and lined up on the runway. Tower cleared us for takeoff. As I powered up; the red in runway lights illuminated. I brought the power back and stepped on the brakes. I told Tower the red in runway lights were on; and they said to 'Stand by.' They said they had a false target; and the red runway center lights went out. They then cleared us for takeoff. We departed.




Synopsis: B737 Captain reported a rejected takeoff after red runway lights illuminated as they advanced the power.
Date: 201206
Local time of day: 1201-1800
Location: FLO.Airport, SC
Flight conditions: IMC
Weather elements / visibility: Rain; Turbulence; 6
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class D FLO
ATC / advisory: Tower FLO
Aircraft component: Flight Dynamics Navigation and Safety
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Workload; Training / Qualification; Situational Awareness; Human-Machine Interface; Distraction; Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While flying an unfamiliar light twin aircraft with avionics that I was unfamiliar with; I flew an RNAV approach to about 200 FT above minimums.  While distracted with the avionics; I flew below the prescribed altitude for the segment I was on.  I was not past the final approach fix; but believed I was and the Tower asked me to check my altitude due to a low altitude warning they got on my aircraft.  I checked and saw that I started the descent too early and climbed back up and regained the glide path for this approach and completed the approach and landing without further incident.




Synopsis: A pilot unfamiliar with an aircraft's RNAV equipment became distracted during the approach and descended below the final approach fix altitude where ATC notified him of a low altitude warning.