elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Oil Cooler
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was flying on my way to ZZZ and about 10 miles out I noticed my oil pressure was starting to drop. Oil was spewing from the left side of the cowling and running down the side of the aircraft. I was descending from 5;000 feet and made straight in for runway 32 flying into the active restricted airspace at nearby restricted area to ensure I would make it back. A cracked oil cooler was the issue the aircraft had no oil left when I checked on the ground.




Synopsis: PA28 pilot experiences low oil pressure and notes oil on the cowl at 5;000 feet. The destination airport is within range should the engine fail; but required flight through restricted airspace without a clearance. No oil remaining and a cracked oil cooler were discovered on post flight.
Date: 202107
Local time of day: 1201-1800
Location: LAL.Airport, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D LAL
ATC / advisory: Tower LAL
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; 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; Procedure
Primary problem: Procedure

Narrative: On less than 1/2 mile final; 200ft AGL Aircraft X Destination: LAL. Local VFR Training Flight Ceiling Unlimited- Visibility 10 miles While on short 1/2 mile final; 200 FT AGL; Aircraft Y conducted a short approach descending from above and left in between us and the runway. Distance between aircraft approximately 500 feet horizontal- crossed vertically. Minimal time between sighting and evasive turn to the right at 200 FT AGL Aircraft X conducted a low level evasive turn to the right at 200 FT AGL to rejoin final for landing. No evasive action taken by other aircraft. Aircraft acknowledged our location on final and was instructed by ATC to follow traffic on final. No injuries occurred this near miss.




Synopsis: GA instructor pilot reported taking evasive action to avoid an aircraft that cut in front of an aircraft on final for landing at LAL airport.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: HS 125 Series
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: [We] lost our right engine [and] diverted to [an alternate]. We were given delay vectors to the airport to burn off fuel. Then given instructions to hold north of the final approach fix. After we entered the hold. We were given hold as published. We thought we were holding as published. We held for 20 mins then shot the approach at which time we noticed we were holding north but not as published. We did the approach and landed without any incident.




Synopsis: HS25B Captain reported diverting to an alternate airport after inflight loss of right engine. Reporter stated they experienced a track deviation in the holding pattern.
Date: 201510
Local time of day: 1801-2400
Location: ZZZ.Tower, US
Light: Night
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Government
Reporter function: Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Distraction; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Staffing

Narrative: I was working Local and Ground combined to accommodate one hour breaks (standard practice at this facility). A departing Dash 8 reported FOD on the runway; pilot thought it was at the approach end. I immediately called the TRACON and informed them to consider Runway XXR closed due to FOD. I started to taxi aircraft to Runway YY for departure. ZZZ was in and out on Runways XXL and YY (intersecting RWYs). With multiple arrivals (military turboprops and Air Taxi's) to Runways XXL and YY (Lifeguard BE20 and business jets); I worked an intersecting runway operation with Local and Ground combined. The Lifeguard flight missed his taxi instructions and sat on Taxiway B waiting to receive his route. A C172 was confused on his new assignment and was delayed. The pilot did not have an opportunity to query me (frequency congestion) so he too was delayed. I am coordinating with safety vehicle about FOD removal; taxiing aircraft to a new runway and shooting gaps between arrivals and departures on intersecting runways. This is unsafe. This is horrible customer service.I would recommend keeping Ground Control open from 0700 to 2100. In order to do that; the culture of this facility would have to drastically change. One hour breaks and spot leave trump safety and customer service.




Synopsis: Local Controller working Ground combined reported that hour breaks are common at this facility and safety is being jeopardized. Controller was too busy at times and because of this aircraft were delayed.  Controller recommended keeping ground control open during a specific time.
Date: 202002
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness; Workload
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Night IMC through WX. Dark cockpit; procedures followed. Simply missed flap setting. I erroneously executed Landing Checklist. Instead of Flaps 30; Green Light; Flaps were actually Flaps 25: with a Green Light. Runway was in sight; FO (First Officer) flying; AP; AT off. GPWS call came approaching 500 ft. AGL; TOO LOW; TERRAIN; followed by TOO LOW; FLAPS. I called for and we immediately executed a go-around without incident. Was very busy go-around 1200-1400 ft. ceilings; IMC above airport and busy. Initial altitude 1700 ft. MSL; multiple vectors to downwind and low altitude. Followed vectors around to set up for [another approach]. And just to make sure we had practice; Tower cancelled approach clearance at 1500 ft. AGL due traffic compression. Went around and did it again.


Second narrative: Uneventful flight; excellent crew communication/coordination; checklists completed in timely manner; on approach (gear down; flaps 15); I requested flaps 30 - landing checklist. Captain moved flap handle and used checklist to read landing check list. On short final; 'too low flaps' was heard; Captain acknowledged and stated 'go around'; a go-around was executed; following standard go-around procedures and by all accounts event was a successful go-around and after checklist was completed Captain coordinated another approach to airport; and while on approach; ATC advised us of slower aircraft ahead and assigned speed; we complied and shortly thereafter; ATC apologized and issued 'go around' due to slower traffic ahead. We initiated another go-around and all procedures followed and it was a successful go-around. Once checklists complete; with my knowledge; Captain called and briefly spoke to flight attendants to inform of events.ATC vectored us for approach; and approach was successful. Upon landing; Captain made an appropriate and informative announcement to passengers regarding events. After arrival to gate and passenger deplaned; Captain and I debriefed events.


Synopsis: B737-900 flight crew reported executing a go-around after receiving a GPWS warning 'Too low; flaps' on approach.
Date: 201201
Local time of day: 0601-1200
Location: RFD.Airport, IL
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: SR22
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: TFR LAW ENFORCEMENT
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Flight Crew Became Reoriented
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: The aircraft owner and I had flown to his home airport that morning and I flew the aircraft solo on a north heading back to our FBO for servicing. Prior to his picking me up; I checked the FAA national map showing Temporary Flight Restrictions to see if anything would affect the ferry flight. I also checked local NOTAMs for the departure and destination airports; which is something I always do before such flights. No TFRs were indicated on the map along the route I was to fly. Enroute from Illinois; I followed the direct route as indicated on the GPS; flying between 2;500 and 2;900 FT. Somewhere near the state line; the traffic watch on the aircraft indicated 2 or 3 aircraft ahead of my position; near and below my altitude. I altered my course to the left and did a slight climb; which seemed to be the best course of action at the time; as some of the traffic appeared to be descending to a nearby airport that was off to my right. It was hazy at altitude and difficult to visually see traffic; so I relied heavily on the traffic watch screen for avoidance. The rest of the 35-minute flight was uneventful.When I was preparing for a subsequent flight an hour later; I again checked the TFR map but for some reason I also pulled up the accompanying list and spotted one for northern Illinois; near the state line; 31 NM northeast of the Rockford VOR. It was posted by local law enforcement earlier in the day for a cadaver search in the area; and the TFR was for a 6-mile ring below 3;000 FT. I realized I might have inadvertently flown into the designated search area when I altered course for traffic; potentially interfering with said operations and causing a traffic hazard. I also realized that the TFR map has limitations in that it does not necessarily mark every single TFR. I plan to improve my preflight planning by checking multiple sources for TFR's.

Callback: The reporter states that the aircraft had the capability to receive TFR updates to the map display in flight but it may not have been operating at the time.



Synopsis: SR22 pilot discovers after a flight that she may have penetrated a law enforcement TFR earlier in the day. The FAA map did not display the TFR but a NOTAM did exist.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Airspeed Indicator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Weather
Primary problem: Aircraft

Narrative: The Captain's airspeed indicator malfunctioned enroute. It cycled from low to high a few times over the course of one to two minutes. When it went low; we received 'Airspeed Low'. Crew accomplished the Airspeed Unreliable procedure (indicator recovered before we finished the QRH). ATC was advised; Dispatch and MX were advised; and MX writeup was accomplished.The weather at the departure airport was very moist (foggy; humid; 21.2/21.2 temp/dew point split). The aircraft was covered in clingy water droplets (as you may expect for such a day). May have been an internal frozen moisture issue at altitude.




Synopsis: A B-737 flight crew experienced a periodically malfunctioning Captain's airspeed indicator. It failed a few times but returned to normal operation before the QRH procedure could be finished. They noted that the weather at the departure airport was very moist; foggy; and humid.
Date: 201404
Local time of day: 1201-1800
Location: ZJX.ARTCC, FL
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operating under: Part 91
Flight plan: IFR
Mission: Skydiving
Flight phase: Cruise
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Communication Breakdown
Second reporter function: Pilot Flying; Single Pilot; Captain
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Company Policy; Procedure; Human Factors
Primary problem: Procedure

Narrative: Aircraft X was on an IFR flight plan for parachute jump operations over ZPH up to FL230.  I requested the aircraft advise me two minutes from jumpers away in order to coordinate with TPA below my stratum.  The two minute call had to be solicited from the pilot.  Three minutes later; the aircraft calls up requesting vector back to the airport.  I inquired if he was jumpers away and he advised he was.  I made the call on the frequency and advised the pilot that he need to call and advise us of jumpers away.  He proceeded to argue with me that he had; so I printed strips and had management call him and advise him that per the FAR's; he needs to advise jumpers away.  This potentially causes and unsafe situation for ZJX and TPA in that we are unaware when jumpers are or have exited the aircraft.  There have been additional problems with this aircraft and the operations he has conducted.I requested Management speak with the pilot of the aircraft and remind him that when operation in Class A airspace; he is required to comply with ATC clearances and per FAR 105 he is to; at minimum; advise when the last jumper has exited the aircraft; a 'jumpers away' call.  He has not responded to our request to call us.


Second narrative: Requested descent after jump run ended. When asked if jumpers are away; I responded; 'Yes.' ATC believed I needed to say jumpers away; we have since discussed the situation with them and hope it is resolved.


Synopsis: ZJX ARTCC Controller states issue with pilot not advising jumpers away warning two minutes prior.  Pilot did not comply with instructions.
Date: 202111
Local time of day: 0001-0600
Location: ZOA.ARTCC, CA
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class E ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Time Pressure
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I cleared Aircraft X to 110 but meant to say 130. I questioned the clearance in my head as I heard him read it back but couldn't really remember if I had said 110 or 130... but he was going to be clear of the terrain in just over one minute anyway; so I thought I could just watch the descent rate instead of clarifying the clearance. I was wrong. He descended very quickly and by the time I tried to stop him; it was too late. I should have clarified immediately instead of watching to see the descent rate.




Synopsis: ZOA ARTCC Controller reported questioning whether a readback was read back correctly and did not clarify the altitude with the aircraft in time; resulting in a MVA violation.
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action
Contributing factors: Weather; Aircraft
Primary problem: Ambiguous

Narrative: Dispatch was notified by the crew of a momentary rollback of N1 from 85%-70% on both engines which occurred shortly after takeoff. Autothrottles were in use.  Captain stated that throttle levers did not move during the rollback. Upon noticing the rollback the Captain immediately pushed the throttles forward.  The engines regained full power and there were no further fluctuations from that point forward.  All engine parameters remained normal.  After regaining full power all checklists were completed and QRH was referenced by the crew.  Maintenance Control was brought into the discussion.  The Captain stated that before departure; the aircraft had been de-iced for approximately 40 min.  This deicing included removal of ice from beneath both engines.  Captain stated that both engines were shut down prior to the de-icing process.  Engine start-up after de-icing; taxi; and takeoff roll were normal.  The decision to divert was made so that the aircraft engines could be inspected and data downloaded to determine a possible cause of the rollback.




Synopsis: Dispatcher is informed by a B737-700 Captain of a momentary rollback of N1 from 85%-70% on both engines which occurred shortly after takeoff. The aircraft was deiced prior to takeoff and Maintenance Control elects to have the flight divert for maintenance inspection.
Date: 201702
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 1
Light: Night
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: There was complete electrical failure in the aircraft as I flew in towards the final approach under IFR conditions. The aircraft mechanic is trying to identify what the problem [is]. Without electrical; I was not able to navigate and felt I was too far east of the runway; for which reason I flew missed approach. I flew missed approach initial north heading; then continued to climb to 5500 feet at which altitude I had a better chance of reaching Center. My radio however could not transmit as the voltage was too low.I was however still able to transmit an emergency squawk code before all power was lost. I was finally able to communicate with ATC via cell phone texting. In the end; it was the cell phone which allowed communication with ATC. Although I had a good name brand emergency radio; in the stress of the moment; it was too difficult to try and find the correct keys in the dark. The buttons I also discovered were too small. Since then I have purchased a larger button version with automatic light-up keys and large screen VOR.In my situation; the cell phone texting was the only means I had to communicate with ATC. Although cumbersome while flying true IFR without autopilot; it provided an essential link. This mode of communication should be available to ATC for emergency situations. Emergency radios should also be 'certified' so that a consumer knows it will perform easily under unfavorable conditions. Features such as easy off/on switch; auto back-lighting of keypad and screen; and VOR are essential.




Synopsis: C177B pilot reported executing a go-around after experiencing a complete electrical failure on approach.