elihoole/asrs-aviation-reports huggingface dataset:
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 8
Light: Dusk
Aircraft: King Air C90 E90
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Ground ZZZ; TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Environment - Non Weather Related; Human Factors; Weather
Primary problem: Environment - Non Weather Related

Narrative: As I descended to 2000 ft on an IFR flight plan on a easterly heading Approach informed me airport was at my 10-11 o'clock. The sun was setting behind me and there was some haze evident on trying to spot the field. I had the ILS 5 Approach loaded into my GPS; a ritual that I always do when flying into an unfamiliar airport. The sun suddenly highlighted a portion of the runway and I announced field in sight and cancelled my IFR flight plan to squawk VFR and change to advisory from [Approach]. As I turned inbound on a left base; descended to 500 ft and announced my position and intentions; I realized that the intended runway and airport environment was not typical of my preflight planning for [my destination]; and this was an AIR FORCE BASE; 5nm east of [my destination]. Rather than doing a low approach; I elected to land and admit my mistake. I believe my lack of situational awareness and disorientation was aided by the proximity of the 2 airfields; the similar orientation of their runways (4 and 5); and the dusky haze and light conditions at the time that led to my mistaking the intended airfield. In retrospect; I violated my cardinal rule of loading the approach path into an unfamiliar airport and flying it. Instead I relied on my visual cues at the time which were obviously inaccurate. This was an embarrassing and humbling mistake that I will never make again. I could have stayed with approach and flown the ILS; flown midfield over the airport to ensure correct runway environment; and certainly will consider this when flying to unfamiliar airports in the future. Since this incident; I have intentionally flown with an instructor in the simulator and real time; into airports with bases and other fields in close proximity to one another to prevent this recurrence.




Synopsis: A solo King Air pilot; IFR to an unfamiliar airport; advised it in sight and canceled IFR.  On short final he realized the field didn't look right but continued to land at an Air Force Base with similar runway alignment to that of his destination; located some five miles west of the AFB.
Date: 202007
Location: ZZZ.Airport, US
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Ramp; Airport Personnel
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Company Policy; Human Factors
Primary problem: Ambiguous

Narrative: There have been numerous instances of the ramp break room running out of cleaning materials. I have asked management to provide these materials; but we continue to run out. As of now we have one bottle of soap that was found on a cleaning cart and a few napkins that will not last the next hour.




Synopsis: Ground employee reported there is a lack of cleaning supplies in the ramp break room.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Propeller Control
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was returning to ZZZ airport on date; flight following with TRACON; 15;500 ft. altitude; began a decent for ZZZ and in an attempt to decrease power for the decent realized I no longer had control of my variable pitch prop. The prop lever would not change the pitch in either direction. I was concerned about a prop run away situation so after talking with ZZZ1 control; I decided to request priority handling so as not to delay landing at ZZZ. I did not encounter any problem with the landing and called my mechanic upon shutdown. The next day he found that the 'propeller bracket arm had broken and allowed the propeller control cable to disconnect itself from the governor control bracket.' He repaired it and returned the aircraft to service.




Synopsis: Pilot reported a broken bracket cause the propeller control cable to detach; causing loss of prop control and a precautionary landing.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after reaching cruise; Left Bleed trip off light illuminated. Reset per QRH; within minutes same issue [recurred]; reset again and light remained out. Noted a large split duct pressure. Shortly after descent from FL380; the RT Bleed trip light illuminated. Began checklist to reset light; [but it] appeared not to reset. We advised ATC we may have a pressurization problem and needed a descent lower than FL240 already assigned. This was granted.Shortly after that the Captain noted a spike in cabin [altitude] and told me to declare an emergency with ATC; and we started an emergency descent. I notified ATC and coordinated with the Captain setting up a direct route to [destination] from present position. O2 masks were donned during this process; cabin was uncontrollable and we were now in a descent to 10;000 FT.  At 10;000 FT we were able to stabilize and assess the situation; and prepare for an arrival after 3 gate changes and ATC notifications for medical personnel to meet us.A history of bleed malfunctions [had been] documented [on this aircraft] prior to this flight.




Synopsis: B737-800 FO reported loss of cabin pressure at FL380.
Date: 201404
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Sail Plane
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class G ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Glider; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Equipment / Tooling; Aircraft
Primary problem: Ambiguous

Narrative: My tow rope did not disconnect properly and forced me to land just short of the airport.




Synopsis: Glider pilot reports failure of the tow rope to disconnect properly; resulting in landing short of the runway.
Date: 201207
Local time of day: 1801-2400
Location: IAD.Airport, DC
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: Boeing Company Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Landing
Airspace: Class B IAD
ATC / advisory: Tower IAD
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Dulles Tower [was] reporting windshear alert. We had a 20 KT gain at 500 FT and began going high on glideslope. Executed missed approach when got a TE Flap Disagree EICAS. Flap handle at 20 and flaps locked out at 23. Ran the checklist and performed uneventful 20 flap approach to landing.




Synopsis: Air Carrier First Officer reports a go around due to an unstabilized approach caused by windshear. A TE flap disagree EICAS message is displayed during the go around with the flaps locked at 23 degrees. After compliance with QRH procedures an uneventful partial flap landing ensues.
Date: 201211
Local time of day: 0601-1200
Location: BNA.Airport, TN
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZME; Class E ZME
ATC / advisory: Center ZME
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on arrival into BNA on the new PASLY RNAV STAR we were given a descent to cross a fix at 15;000 FT from FL230. Then we were to continue to descend via the STAR eventually to 4;000 FT. After configuring the FMS the descent rate required to meet the restriction was too high for us and we notified ATC we would not be able to comply. ATC reissued a clearance to stop decent at FL180. While in the descent I had already changed the altimeter to transition below FL180. The local altimeter was high so when we noticed the issue we were approximately 300 FT low. ATC almost at the same time issued a clearance to a lower altitude. As the new arrival procedures become more familiar to crews this is less likely to happen.


Second narrative: The altimeter setting was changed by the Captain in anticipation of crossing the transition altitude as per the original clearance as opposed to following procedure and waiting for the appropriate time for the doing so; in this case; as driven by the checklist. In the future; following established procedures and proper checklist usage could prevent similar occurrences.


Synopsis: After being cleared comply with a crossing restriction below the transition altitude on descent; the flight crew of a CRJ-700 determined they would be unable to comply and were recleared to maintain FL180. Because the flying pilot had already set his altimeter to the local pressure setting they initially leveled several hundred feet low.
Date: 202007
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: The pilots chose to release the brakes prior to any contact from push crew. I entered push tractor and noticed brake lights were both off. Once wing walkers were in place I called Flight Deck and informed them we were ready to go. The flight record from ACARS shows [brakes] out a full 2 minutes prior to any contact from ground. The push crew was pulling chocks and closing up aircraft with equipment up to aircraft; creating a serious risk of injury to employees and customers; not to mention the chance of possible serious aircraft damage.




Synopsis: Ground crew reported brakes were released prior to notification.
Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Dusk
Aircraft: DA40 Diamond Star
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Second reporter function: Pilot Not Flying; Instructor
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; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: 25 Nautical Mile from ZZZ on an IFR flight plan receiving vectors to final for the ILS approach into ZZZ the aircraft began to experience engine roughness. The engine instrumentation page indicated upon review shortly after the engine roughness that cylinder 3 had failed and shortly after that indication cylinder 4 had significantly lower EGT and CHT than 1 and 2. Shortly after that cylinder 4 began to perform normally. At this time we [advised ATC] and was receiving vectors to the nearest airport which was ZZZ1. Approximately 10 NM away from ZZZ1 the number 1 cylinder gave the same indications as the number 3 as in no EGT and CHT accompanied by further roughness produced by the engine. At this time the aircraft with maximum power applied the aircraft was struggling to maintain airspeed and altitude. Upon landing at ZZZ1 and parking the aircraft the engine died upon the closing of the throttle; which is the first item in the Shutdown Checklist given by the POH. No further incident.

Callback: Reporter indicated that maintenance discovered a failed #3 cylinder fuel injector.

Second narrative: 25 nm from ZZZ on IFR flight plan with TRACON vectors for the ILS when engine roughness. Engine gauges showed loss of cylinder 3 and then cylinder 4. Cylinder 4 came back after 30 seconds. [Requested vectors] to the closest airport 9 nm away ZZZ1. Ran through engine roughness checklist and no changes. Lost cylinder 1; full throttle and hard to maintain 2;500 and 90 knots. Landed straight in ZZZ1. When throttle pulled to idle after clear of runway engine shut down. No interference with any other traffic during event.


Synopsis: DA40 student and flight instructor reported engine roughness led to a diversion. Later; Maintenance identified a failed fuel injector.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Cessna 180 Skywagon
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Weather
Primary problem: Weather

Narrative: On landing rollout with a gusty right crosswind I was hit by a gust of wind from the right. The aircraft turned to the right. I was unable to keep the aircraft on the runway; at low speed approximately 20 knots it departed right side of the runway into a ditch that collapsed the left main gear causing a prop strike and the aircraft to settle onto its left wing.




Synopsis: The pilot of a C180 reported a loss of control during landing rollout in gusty conditions that resulted in a runway excursion and damage to the aircraft.
Date: 201309
Local time of day: 0001-0600
Location: SEA.Airport, WA
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B SEA
ATC / advisory: TRACON S46
Aircraft component: Gear Lever/Selector
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: After what initially appeared to be a normal takeoff and climbout with all callouts and checklists; the Captain asked me if I noticed a 'rumbling' during our climb. We were at approximately 6;000 FT in our climbout of SEA and slowly accelerating. I did notice the 'rumbling' he was talking about and after a very quick scan I noticed that the Captain had not brought the gear up. I said 'the gear' and pointed at the gear. Before we could talk about slowing down to below 200 KTS (we were at exactly 215 KTS) the Captain reached over and brought up the gear.After we had passed 10;000 FT in our climb he asked 'How did we miss that?' This started a discussion which ultimately led the Captain to believe that when we had our initial 'positive rate' and 'gear up' calls; he just didn't get the gear up. He remembers hitting the lock and at least attempting to put the gear up; but it obviously was not put up. He also remarked that he was so used to confirming that the gear was down before landing during the landing checklist; the three green lights indicating the gear was down didn't register as it should have that the gear was not up during the after takeoff checklist.


Second narrative: On my flow I did not ensure the gear handle was all the way up before moving my hand and my eyes up to the no smoking sign and the bleeds. On the post incident discussion the F.O. even said; 'I remember you saying positive rate and reaching for the handle.' I should have caught it on the After Takeoff checklist. When you read the checklist it says GEAR --- UP. I think I looked at the gear; saw 3 green and thought green is good (that is what I'm looking for on the landing checklist). I just didn't clue into something being wrong until the radio work was done and the checklist was put away that I realized the aircraft just didn't feel right.


Synopsis: Q400 Captain failed to raise the gear after takeoff and it was not noticed until both he and the First Officer noted a rumbling noise during climb.
Date: 202104
Local time of day: 0601-1200
Location: ELP.Airport, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ABQ
ATC / advisory: TRACON ABQ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: ATC Issue All Types; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on a Visual Approach into El Paso Runway 22; got cleared for the visual approach. Dialed 5;100 feet into the FMA alt box as the final approach fix altitude (5;100). On the descent to 5;100 feet; past FISPI (point before Final Approach Fix for the ILS-22); was given a 'too low altitude;' over radio by ELP Tower ATC; started a climb; to 5;500 feet; then landed without incident. Crew inquired ATC about it; the Tower controllers said that we were okay.  Controller brought us in at a bad angle and too close.I believe that the approach was legal; although we should have intercepted the glideslope a little higher and further away.


Second narrative: While landing to Runway 22 on a visual approach Tower informed crew that they were 500 feet low. Crew was above the minimum for this segment according to the ILS approach plate. Crew had descended to the final approach fix altitude of 5;100 feet; but below the glideslope. Crew climbed up to intercept glide slope and finished landing. Captain talked to tower and tower agreed that the crew was legal; but stated he was required to inform us when an alert is set off.I believe the approach was legal; however it would have been better to intercept the glideslope further out and at a higher altitude; even though we were visual.


Synopsis: Air carrier flight crew reported a CFTT event during approach to ABQ airport.
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Pilot Seat
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During Taxi to the runway; the Captain's chair back gave way and would not return to the upright position. Tower was contacted and we requested a return to the gate; no assistance required. Upon returning to the gate the aircraft was written up and [maintenance] was called; we were swapped into another aircraft and left 30 minutes after returning to the gate.


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


Synopsis: Air carrier aircraft pilot seatback failed. Crew returned to the gate for repairs.