elihoole/asrs-aviation-reports huggingface dataset:
Date: 201410
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Icing
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Our flight experienced an intermittent nose gear unsafe warning red light accompanied with a gear warning horn and gear handle light; on taxi to the gate after landing and engine shut down.I contacted dispatch and spoke with maintenance creating a maintenance write up. A discussion about ferrying the aircraft to a maintenance base with landing gear down for maintenance followed.  I expressed my concern to dispatch at that time that we would not be able to ferry the aircraft with the landing gear pinned down as we experienced in flight icing from approximately 8;000 feet MSL down below MEA in the area on arrival.  I requested dispatch and maintenance issue the permit so the flight could be completed with the gear retracted; knowing that if necessary we could use the alternate gear extension checklist to lower the gear if necessary.On climb out we retracted the gear before entering icing conditions.On arrival we selected the gear down; it extended normally and we achieved three green. Approximately 15 seconds later while accomplishing the landing checklist; the nose gear retracted with accompanying gear unsafe; gear door lights; gear handle light and gear horn sounding; until the nose gear door light and nose gear unsafe light extinguished. We felt the nose gear retract; and heard the sounds we would normally have expected to hear on gear retraction; indicating that the nose gear had actually retracted.The nose gear then extended and all lights extinguished except 3 green; gear horn silenced.Seconds later the nose gear retracted again with accompanying indications; several more times. I opened the nose gear alternate extend door and switched on the landing gear alternate verification lights which indicted the nose gear was not down and locked.; but the mains were.We performed an alternate gear extension per the abnormal checklist; and landed.




Synopsis: After encountering an intermittent gear unsafe light (after landing); the flight crew of a DHC-8 agreed to ferry the aircraft for maintenance. On that approach; the nose gear failed to remain extended. They conducted the alternate gear extension abnormal check list successfully; and landed without further incident.
Date: 201807
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 50
Light: Daylight
Aircraft: PA-44 Seminole/Turbo Seminole
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a dual instructional flight the student accomplished a 'short-field landing' and approximately 2 seconds after lowering the nose wheel to the runway the nose gear collapsed. We slid down the runway approximately 1;000 feet before coming to a stop nearly on runway centerline. The aircraft switches were secured and we exited the aircraft. During the flight we accomplished 3 full stop landings and taxi backs. The final landing/touchdown was smooth with no indications of impending nose gear failure.




Synopsis: PA44 flight instructor reported a nose landing gear failure on landing.
Date: 201304
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E ZZZ; TFR ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: GPS & Other Satellite Navigation
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types
Detector: Automation Air Traffic Control; Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I had checked the weather and it would be clear for the flight. The aircraft is equipped with a Garmin Aera 510 and it has a subscription for XM WX Satellite Weather Support. One of the features of this subscription is that it is supposed to show TFRs. Because of this feature; I had not checked for TFRs. I also receive emails from [an Aviation Organization] about TFRs and had not received one. It was a VFR flight; I avoided all controlled airspace and did not communicate with anyone on the radio. I did monitor the frequencies of the airports I passed close by. I made CTAF radio calls starting at 7 miles out. As I was turning final to land I received a radio call from another aircraft telling me that I had just violated a TFR and Approach was trying to get a hold of me. I called Approach and identified myself but was unable to hear them. After landing; I called the FAA to identify myself and answered questions they had for me. I have contacted [the Aviation Organization] and asked why I had not received an email about the TFR and they explained that they only notify a pilot of TFR's within a 250 mile radius of their home. As my home address is [beyond that]; I was not sent an email. I contacted Sirius XM and asked why I did not receive the TFR on my unit. They would not answer via email. So I called them and they said the unit needed to be updated or it needed a refresh signal to update the unit. I thought that I had planned my trip properly and had two systems that should have alerted me of the TFR. Neither did. I understand that they are doing it as a courtesy; but it would be a good idea for [the Aviation Organization] to include a notice about the 250 mile radius; so that the other pilots don't make the same mistake I did and assume that they will receive an email for all TFR's. The same with the Sirius disclaimer about trusting them as a sole source for TFR's could keep another pilot out of trouble. I have had one other pilot tell me about Sirius XM failing to show them a TFR.




Synopsis: C182 pilot reports being informed during approach that he has violated a TFR. NOTAMs had not been consulted prior to flight with the reporter assuming that the onboard XM device would display any TFRs along the route of flight and it did not.
Date: 202202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; Turbulence; 10
Light: Daylight
Aircraft: Aeronca Champion
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: On landing; the plane was blown to the right of [the] runway and the right main landing gear scraped the grass. No visible damage was found on the plane. A rut was left in the grass. Winds were 90 degrees off the runway gusting to 19 kts.




Synopsis: Aeronca 65CA pilot reported loss of directional control in gusty wind conditions that resulted in a runway excursion during landing.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skywagon 185
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Compass (HSI/ETC)
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I was transiting the Bravo airspace and was assigned a specific heading by ATC.  I thought I was flying the assigned heading when ATC asked me for my heading.  I then noticed that I had failed to set the vacuum driven directional gyro using the magnetic compass.  I have flown primarily glass cockpit aircraft for the last 7 years but recently purchased a Cessna 185 which has traditional instruments; and requires that the DG be set manually before flight and periodically during flight.  After realizing the omission; I immediately turned to the appropriate heading and then set the DG using the magnetic compass.




Synopsis: Cessna 185 pilot reported a track heading deviation due to improperly operating the vacuum driven directional gyro.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing out of ZZZ at approximately 10;900 feet; we heard a loud bang and the aircraft yawed.  Master caution lights and EICAS messages EEC OFF and RT ENG LIMITER illuminated. Followed QRH procedure.  Declared an emergency and returned to ZZZ for an overweight landing.  Touchdown was smooth and brakes were not applied till 70kts.  Brake temperatures were checked by AARFF and we were cleared to the gate.  Passengers deplaned normally via the jet bridge.  Entered the discrepancies and overweight landing in the logbook.




Synopsis: B757-200 Captain reported engine failure after takeoff. Flight returned to departure airport.
Date: 201710
Local time of day: 0601-1200
Location: BIS.Airport, ND
Flight conditions: Marginal
Light: Daylight
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 D BIS
ATC / advisory: Tower BIS
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Going into BIS while being vectored into the left downwind ATC advised of an aircraft on our right side; no altitude info. We did see the target on the display but never visually; the aircraft passed behind us; it was heading towards the airport. As we turned base to final and on Tower we could hear Tower calling out for the NORDO aircraft and to flash its light if he was landing at BIS. That's when I told the FO prepare for a go-around. Tower then asked if we wanted to go around and we said yes without hesitation; our position now was inside the marker for Runway 13 fully configured. After a moment of an awkward silence (because Tower was in shock this was occurring) Tower said 'go around the aircraft is at your 12 o' clock.' We started to go around when our jet started screaming 'TRAFFIC TRAFFIC' but no RA. That's when I made visual contact with the NORDO aircraft heading directly at us. All I could see is a single engine aircraft with its nose light on when I grabbed the controls and aggressively pitched nose up; went max power; and rolled right. When I pitched the nose up I lost contact with the conflicting aircraft. We came back around and landed.Caused by a pilot flying an aircraft into controlled airspace without a clearance and possibly without situational awareness. It's simple really; somebody flew over the landing runway of a towered airport and directly towards a landing jet and nearly caused a disaster. I feel my team had great situational awareness and understood fully the situation that was unfolding and we had a plan. We executed our plan and saved lives.




Synopsis: Air carrier Captain reported an NMAC with a light aircraft in the vicinity of BIS airport.
Date: 201201
Local time of day: 0001-0600
Location: ZAB.ARTCC, NM
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class A ZAB
ATC / advisory: Center ZAB
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: [We were] cruising at FL240 given the EAGLE5 Runway 25L transition. Set final altitude of 4000 MSL in altitude selector and verified by First Officer. At indicated top-of-descent point selected managed descent on autopilot and managed the speed. All crossing restrictions had been verified prior to descent. At PAYSO Intersection I noticed that we were at FL230 at 270 KIAS instead of the published FL240-FL280. Apparently the crossing restriction in the FMC had been deleted by our new cruise altitude (FL240). I had checked the crossing restrictions on the arrival prior to descending to FL240. When we descended to FL240; that altitude was added as a cruise altitude. I did not notice the restriction at PAYSO Intersection had been deleted (apparently automatically). I will be checking each crossing restriction as it comes up on the descent in addition to the normal pre-descent check of all restrictions.


Second narrative: Level at FL240 received clearance to descend via EAGUL 5 to 25L. Captain set 4;500 FT in FCU alt window but then pushed it. The airplane was still in cruise phase and this reset cruise alt to 24;000 thereby deleting the 24;000 minimum altitudes at PAYSO and the airplane started down. I had checked all alts in box prior to this but we did not catch the newly deleted restriction until about FL230. I then noticed problem and the Captain told Center and we were cleared to our present altitude. This has been a problem with the FMGC for years and has not been fixed.


Synopsis: A320 flight crew reports inadvertently deleting a crossing restriction on the EAGLE5 RNAV arrival to PHX; resulting in an early descent below the fix altitude.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Control
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During flight descent we noticed the engines mismatched in idle on the Arrival. There were no ECAM or STATUS messages that drew our attention to the problem. After analyzing the problem; we suspected an issue with the left engine or the left engine FADEC; although there was no indication on the ECAM or Status pages. We ran both engine anti-ice; temporarily; to see if that would clear the problem even though we were not in icing conditions. The engines responded normally to throttle advances and matched up as long as they were not in Idle. We discussed the situation and decided not to shut down the engine at that time. The Captain [advised] approach. I flew a normal ILS approach to an uneventful landing. The Flight Attendants and passengers were briefed on the [situation]. After engine shutdown at the gate the ECAM showed maintenance STATUS message FADEC 1. After consultation; maintenance said he had a discrepancy message Left Engine fuel temp sensor. Discrepancy entered in the logbook.


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


Synopsis: A321 flight crew reported that during descent the engine idle settings were mismatched. Flight landed in a precautionary status at the destination.
Date: 201811
Local time of day: 1801-2400
Location: ZZZ.Airport, CA
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Flap/Slat Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Crew
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Staffing; Procedure; Human Factors; MEL
Primary problem: Human Factors

Narrative: Aircraft was written up upon landing for third time: F/Ctl Slat Sys 2 fault/Sfcc2. Maintenance in ZZZ was to swap out SFCC (Slat Flap Control Computer) with new SFCC inventory. After looking; no part found. Maintenance Control authorized ADD (Acceptable Deferred Defect): MEL (Minimum Equipment List) 27-XXa Slat/Flap Ctl System and Mel/73-XXb Min Gnd Idle. Maintenance Technicians under pressure to complete application before ZZZ curfew.This Safety of Flight Event occurred due to Maintenance in ZZZ not finding the required part computer in inventory. Secondly; Maintenance Technicians were in a rush to complete MEL task card to make the curfew for takeoff. 3 Maintenance Technicians in cockpit were task loaded and mis-applied. Maintenance procedure for securing the SFCC2. FCtl/Slat Sys 2 Fault (Ecam) (Electronic Centralized Aircraft Monitoring).Specifically; CB's (Circuit Breakers) P19 and P20 were to be pulled. P19 was pulled; P20 WAS NOT PULLED. ALSO; CB R-21 was pulled and collared not in accordance with MEL 27-XXa requirements. This as relayed to me enroute by phone with Maintenance Supervisor. Maintenance Supervisor confirmed that CB's P19 and P20 were supposed to be pulled and that CB R-21 should NOT have been pulled. Also requested that I make logbook entry regarding mis application of procedure and need for MEL verification upon landing ZZZ1.There were too many errors not caught by too many technicians trying to EXPEDITE APPLICATION of this MEL. The MEL was required for continued service; but time pressure limited the MEL Application and verification procedures.AS PIC (Pilot in Command); the Operations procedures DO NOT specify checking to verify the specific CB's that should be pulled. I assumed that Maintenance had complied with THEIR procedures and the MEL was complete. Perhaps the Operations procedure should have a cross check to VERIFY the correct CB's are in fact pulled and collared.




Synopsis: A321 Captain reported that aircraft arrived with incorrect MEL procedures accomplished by Maintenance.
Date: 201405
Local time of day: 0001-0600
Location: SEA.Airport, WA
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SEA
ATC / advisory: Tower SEA
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On left base to final on visual approach for [Runway] 16R; at 4;200 FT; clean configuration; approaching min maneuver speed; hand flying. Encountered wake turbulence from preceding B747 who was on approach to [Runway] 16L. We had this aircraft in sight. Bank angle went abruptly to approximately 45 degrees before I recovered by adding power; unloading and rolling wings level. Subsequently intercepted final and got on glideslope for a stable approach by 1;000 FT and made an uneventful landing. Made PA after landing to inform passengers and flight attendants what we had encountered. Stood at doorway for all deplaning passengers and answered any questions they had about this event.




Synopsis: B737-900 Captain reported wake turbulence from a B747 on approach to SEA on a parallel runway that resulted in a 45 degree bank.