elihoole/asrs-aviation-reports huggingface dataset:
Date: 202007
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [Another pilot] and I were on a flight when we experienced engine roughness. I [as] the pilot in command decided to make a turn towards the airport. We proceeded at 2;500 ft. AGL to the airport where we made an uneventful landing. We then taxied off to our final parking position. After examination of the airplane we determined we had a failed cylinder head and blew a jug for the cylinder.




Synopsis: C152 pilot reported landing safely after experiencing a rough engine later traced to a failed cylinder head.
Date: 201206
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Approximately 1 hour and 15 minutes into flight received ECAM regarding low level hydraulic fluid in the green system. Complied with ECAM procedures; consulted QRH and follow up. Consulted all available flight deck information. Notified Maintenance Control; Dispatch; ATC and departure station Maintenance. Briefed Flight Attendants. Emergency gear extension was required; nose wheel steering; thrust reverser inop. Landed safely; had to be towed off the runway. After landing there was a cracked hydraulic line found in the green system.




Synopsis: An A320 ECAM alerted HYD G RSVR LO LVL at cruise and the QRH complied with. The flight continued to its destination where an emergency landing gear extension was completed and a landing followed without nose wheel steering or thrust reversers.
Date: 201902
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Cloudy; Rain
Aircraft: Challenger 300
Operating under: Part 91
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Low hydraulic pressure CAS illuminated and loud grinding noise simultaneously when gear selected down and flaps selected 20 degrees. No safe gear indication forced a go-around. [Coordinated with ATC] and after landing aircraft had to be towed off the runway.Due to aircraft warning system activation; coupled with noticeable grinding noise; vibration and loss of hydraulic pressure on left side; the crew [coordinated with ATC] and performed checklist items followed by emergency landing.




Synopsis: CL-300 Captain reported receiving multiple indications of hydraulic system failure on approach.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cardinal 177/177RG
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: UNICOM ZZZ
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Workload; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I conducted preflight in accordance with checklist and prepared for flight. Normal startup and taxi to run up ramp. Conducted run-up and everything checked out okay. Set up for normal takeoff. Pulled out onto the runway and added full power. Airplane was accelerating on center line and approximately 500 feet down the runway; the nose began to drop down. I cut power and the nose dropped to the ground and airplane came to stop near right edge of runway. Notified FBO who sent crew to assist in removing airplane from runway.




Synopsis: C177 pilot departing a non-towered airport reported the nose gear collapsed during takeoff.
Date: 202004
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: Landing
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Situational Awareness; Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was conducting my second solo flight in a Cessna 172. At the time of the landing; I wanted to exit [onto a] taxiway but my airspeed was still fast and; [when I applied] the brakes to turn to the right the aircraft drifted; and I ended up on the grass.I communicated with the Tower and they asked me if I needed any assistance and to hold my position there. I shut down the airplane when ground service arrived.




Synopsis: C172 pilot reported losing directional control while attempting to turn off onto a taxiway after landing.
Date: 201208
Location: SGU.Airport, UT
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Rain; 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Retractable Gear
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZLA
ATC / advisory: Center ZLA
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Weather; Human Factors; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: While en route to SGU; LA Center told me to 'expect the visual approach' into SGU. When crossing over MMM; I noticed a significant down pour between me and the airport. I mistakenly thought I needed to remain in VMC since I was to expect the visual approach. In addition I was concerned about the possibility of downdrafts associated with the down-pour since the forecast had called for isolated thunderstorms. I decided to deviate course 20 degrees to the right and follow the ground-track for the VOR/DME-A approach into SGU to remain clear of the weather. By making the turn; I was able to remain in VMC. However; I turned into higher terrain where I would be unable to maintain 2;000 FT ground clearance without climbing. The Controller queried me and I responded that I was turning to follow the VOR/DME-A ground track. Whereupon the Controller had me climb and maintain 10;000 FT for terrain clearance. After a brief conversation with the Controller; I realized that when I became uncomfortable about going through the down-pour (and associated downdrafts) I should have: 1) requested the VOR/DME-A approach into SGU (which would have kept me clear of the weather) before deviating from my clearance; or; 2) requested to deviate 20 degrees right of course for weather before turning. The Controller didn't realize I was in VMC and was concerned when I turned into higher terrain; rightfully so. In the future; I will better communicate my concerns to ATC and I will request a different clearance if I'm uncomfortable with the one I received. In addition; I will not deviate from the clearance I received.




Synopsis: An pilot approaching SGU IFR was told to expect a visual approach then deviated from the ATC assigned track because of weather and after approaching high terrain was given a climb clearance.
Date: 201605
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: Mixed
Weather elements / visibility: Turbulence; Cloudy; 10
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: Center ZAB
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented
Contributing factors: Weather; Human Factors; Procedure
Primary problem: Human Factors

Narrative: While commencing the Eagul6 arrival into PHX after experiencing heavy weather; moderate turbulence; multiple deviations; changed altitude crossing restrictions; and a late top of descent clearance; we were cleared to descend via the STAR. As the pilot flying I selected 'managed descent' and ensured the FMA agreed with my input. As we broke out of the weather and turbulence in the vicinity of HOMER intersection; I was somewhat relieved and newly complacent about our; now; easier path to the airport. The captain and I had a short discussion about the fact that we had not been handed over to PHX approach yet; which seemed to be late. Our focus was somewhat shifted to that issue and may have distracted us from the fact that the aircraft's vertical model had somehow shifted into 'open descent' from 'managed descent.' I realized this when the floor of the crossing restriction window was not be honored at ESDEE intersection. I then intervened by disconnecting the Autopilot and leveling off at 8;100 feet. The Captain and I noticed at the time that the descent mode no longer agreed with the previous selection. The Captain agreed that he verified 'managed descent' was previously verified by him on the FMA at the time the descent via clearance was received.In retrospect; neither of us are certain that the 'At or above' at VNNOM intersection was honored due to the missed mode change during our multiple flight deck distractions (weather; deviations; late handoff; etc.) from the top of descent point. As a result; I can only endeavor to be less complacent; despite flight deck distractions; when arriving at a familiar airport via a commonly used arrival to ensure that all restrictions are actually being met on the profile.




Synopsis: A320 First Officer reported becoming distracted by weather challenges and did not notice the autopilot had switched from managed descent to open descent.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on an IFR direct flight plan. Since I was in 5/5 VMC conditions; and there was no other observed traffic in the vicinity of the airport; I cancelled IFR approximately 10-12 miles from the airport after having it in sight. I elected to enter the pattern on an extended left base for landing on Runway XX and made the appropriate radio call on the CTAF frequency. While on base; I began to descend below 1;032 feet MSL (the approximate normal pattern altitude) to approximately 700 feet MSL and initiated a left turn to final; approximately 2 miles from the XX runway threshold. As I made the turn to final; I allowed my altitude to fall to approximately 400 feet MSL (this was directly over the waterway; so it was also approximately 400 feet AGL). I made my final approach radio call and upon realizing I was somewhat low and below the desired glidepath on final. I initiated a correction and maintained that altitude until I was able to intercept the correct glidepath and had a red and white indication on the airport Runway XX PAPI. At that point I was perhaps a little over a mile from the airport threshold. From there I proceeded to a normal final approach and landing. My flight hours shown above are approximate; I am away from home as I file this report and thus do not have access to my logbook.




Synopsis: Pilot reported descent below safe altitude while on base and final.
Date: 201701
Local time of day: 0001-0600
Location: I90.TRACON, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B I90
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: Center told us to descend VIA the MSCOT4 for 26R transition into IAH. Switching to approach they told us descend and maintain 12;000. After switching to another approach controller; he told us we were cleared for the 26L transition. We are now approaching MSCOT which has an altitude of 10;000 and I asked the controller if he still wanted us at 12;000. He said cleared for the 26L transition. After passing MSCOT the controller said we were supposed to be at 10;000. I said we were cleared for the 26L transition; but not to descend VIA. He then told us to descend to 7;000 and said; 'When I clear you for the transition that also means descend via'.




Synopsis: Air carrier Captain reported confusion with expected altitude on descent clearance from Houston Approach.
Date: 201209
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Taxi
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Vehicle
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: I was taxiing an American Legend Cub with a student to the hangar. As we neared the hangars; an airport vehicle driven by an individual resembling the airport's staff security coordinator cut between our aircraft and an FBO fuel farm while apparently en route to the main ramp area.My concerns with this are two: 1. Convention and the FAA Guide to Ground Vehicle Operations state that aircraft have the right-of-way [with respect] to ground vehicles on all airport surfaces. This includes non-movement areas. The prudent thing for an individual trained in operating on an airport surface would have been to yield the right-of-way to the aircraft. 2. Particularly in the Legend Cub; forward visibility for the instructor (who flies in the back seat) is limited. Clearly; better training must be offered to ground vehicle operators; and more binding penalties meted out when an obvious lapse in safety or judgment occurs.




Synopsis: While taxiing to their hangar an instructor pilot and his student aboard a tail dragger LSA suffered a close encounter with an airport ground vehicle driven by a driver either unaware of the aircraft's presence or unwilling to abide by it's right of way on the airport.
Date: 201911
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: Marginal
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Chart Or Publication; Manuals
Primary problem: Chart Or Publication

Narrative: The Charts+ app is severely lacking in flight planning/briefing information. It has no radar/weather; METAR/TAF; or NOTAMs. While the flight release has some of this information; it is also helpful to have the information in our EFB app as well. The JeppFD app has everything we need in an easy to use format. When we are on a quick turn; there isn't always time to dig through every single NOTAM in the release. JeppFD puts them in an easy to read format in order of future and current. When we are flying around the summer time thunderstorms or any other storms; it is very helpful to overlay radar and echo tops on the route to have an idea what's the best direction to deviate from the weather before we depart. It's very helpful having the turbulence map to brief my FAs (Flight Attendants) on areas of possible turbulence. JeppFD also has the D-ATIS feature that is great for planning. When we are doing short flights like ZZZ-ZZZ1; we can quickly and easily pull up the ATIS for ZZZ1. Since [Company] won't use D-ATIS thru ACARS; this is very helpful. Sometimes Dispatch will plan the incorrect arrival flow and we end up with a possible fuel situation. I.e. they might plan the ZZZZZ3; and the airport is actually in west flow using the XXXXX5. That's a few hundred pounds of fuel possibly. Knowing this information before departing; we can put extra fuel onboard. With Charts+ we are basically losing all useful situational awareness. Charts+ is completely useless for situational awareness and planning.Why do we have to potentially jeopardize safety and lose a lot of situational awareness? Keep our reliable and safe JeppFD.




Synopsis: Air carrier Captain reported concerns with the use of alternate Charts App.
Date: 201206
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B DEN
ATC / advisory: TRACON D10
Second aircraft: Commercial Fixed Wing
Aircraft component: Traffic Collision Avoidance System (TCAS)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Confusion; Situational Awareness; Workload; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: At 10 miles on a visual approach to Runway 16L at DEN; autopilot OFF; ILS backup; on profile. Approach Control advised of a regional jet joining Runway 16R at our right 3 o'clock. The Captain and I both had him in sight. Switch to Tower at 8 miles; Tower again informed us of traffic joining 16R and that the regional jet had us in sight and that he would maintain visual separation. Regional jet joins extended runway center line; we [were] already on centerline for 16L. TCAS goes off 'monitor vertical speed.' I comply. TCAS changes to 'climb climb.' I do not comply as closely spaced parallel approaches are common and both aircraft were in perfect position. Suspect TCAS anomaly.




Synopsis: An air carrier crew on a DEN Runway 16L visual approach with reported traffic in sight; ignored the TCAS warning because false warnings common on closely spaced visual approaches.
Date: 201209
Local time of day: 0601-1200
Location: TEB.Airport, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Eclipse 500
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Distraction; Situational Awareness
Anomaly: Deviation - Altitude Overshoot; 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 Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [I was] cleared for the RUUDY 4 departure from TEB. On climbout turned to intercept course 260 to WENTZ. Autopilot did not want to engage and during troubleshooting I passed through the required 1;500 MSL crossing altitude at WENTZ. [I] executed an immediate descent back to 1;500 MSL. Approximately 400 FT overshoot. Will not rely on immediate autopilot engagement next time and will plan on hand flying to an altitude allowing time for possible autopilot problems.




Synopsis: An EA50 autopilot would not engage on a TEB RUUDY 4 departure; so the distracted pilot did not level at the WENTZ 1;500 FT constraint but descended to it after realizing his error.