elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
Second aircraft: Small Aircraft
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: I was approaching the ZZZ airport for landing on Runway XX and observing other arriving traffic. I entered the traffic pattern and started my prelanding checklist. I observed another aircraft ahead of me making a nonstandard approach. I adjusted my approach to sequence behind the other aircraft and ran the prelanding checklist a second time. On final; I was sure the gear was down and indicated by three lights; but perhaps the other aircraft's close proximity caused me to overlook the gear handle not being fully locked in the down position and the lights on. Also; the gear warning horn was not heard.To eliminate the possibility of this happening again; a go-around and better sequencing along with maintenance to double-check gear indicators will be practiced in the future.




Synopsis: Bonanza 33 pilot reported the landing gear collapsed on landing.
Date: 201507
Local time of day: 0001-0600
Location: JAC.Airport, WY
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Airspace: Class D JAC
ATC / advisory: Tower JAC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: First Officer (FO) was flying the ILS to Runway 19 to JAC.  Approach was normal and stable except for getting a bit above glide path inside 100 foot altitude.  Touchdown would have been about 1;000 feet down runway but floated; what appeared to be inches above runway.  During this time above the runway the FO inadvertently pulled up on thrust reverser handle which triggered ECAM chime and message. Not knowing the exact position of the thrust reversers inches above the runway; I made a quick decision and elected to continue the touchdown beyond the mandatory 1;000 foot limit.The FO and I reviewed the entire approach and go-around requirements before commencing the approach.  I discussed the go-around and even went over the go-around litany so it would be familiar in case we had to do it.  I made sure to brief not to get high and not too fast.  Naturally; I never did brief the possibility of inadvertent thrust reverser application and its impact on our landing.  I had to make a quick decision; and not knowing where our thrust reversers were; and with a nice 20 kt headwind; stopping seemed like the best choice. Looking back; I should have seen that the FO appeared to be a little nervous doing this approach and that he was pretty new to the airplane; nevermind to one of our most challenging airports.


Second narrative: On landing at JAC might have landed beyond 1;000 feet. Also there was a momentary [activation] of the reverser at the retard call but reverser didn't deploy. Execute a go around. Don't trigger yourself for landing.


Synopsis: An A319 flight crew describes a floated landing at JAC during which the flying First Officer attempts to deploy the reversers before touch down; triggering an ECAM message.
Date: 201405
Local time of day: 1801-2400
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: I am doing my best to try to recollect the altitude and other details about the flight. We departed Long Beach Airport from Runway 30. We were given radar vectors to EXERT. We were given several frequency changes; altitude assignments and headings. At some point during the climb we were advised by LA Center about a re-routing (FIXIT-IKAYE-RZS). Since I was not familiar with these fixes; I had to ask for the spelling of these two way points: FIXIT and IKAYE. I was able to identify FIXIT and load it on the FMS; and then offer the Pilot Flying (PF) a direct to that fix from the FMS. When I modified the FMS; I programmed FIXIT as the active way point followed by RZS; while I located the other new way point (IKAYE) I wanted to make sure I was able to locate IKAYE before adding it to the FMS. I should point out that our original clearance (EXERT - V25 - RZS) would have kept us outside the R-2519 airspace. So; in looking back; I am not sure what the need for this re-route was; considering that I believe we were very close to these fixes to begin with. I entered the first fix into the FMS (FIXIT) and offered LNAV to the PF. By the time I was able to find and identify the next fix on the chart (IKAYE); I had just realized that we had crossed FIXIT; and proceeded to notify the PF to make a right turn towards IKAYE; and I also notified ATC immediately of this error; as we were turning to the north towards IKAYE.




Synopsis: Pilot reports of unfamiliarity with a couple of fixes and having problems loading them into the FMS.
Date: 201901
Local time of day: 0001-0600
Location: ZLC.ARTCC, UT
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZLC
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Aircraft X was descending VIA SADYL3 arrival into the side of Big Sky Approach's airspace -a procedure I've reported many times before due to its inherent scoff in the face of safety.  Big Sky was being slow on taking their handoffs; as usual; and when this aircraft got within one minute of the boundary - I turned them 90 degrees left and stopped them at a safe altitude for terrain.  Big Sky Approach says they can wait until 2.5 miles away before taking the handoff - but for me I must turn an aircraft as to miss their airspace - unfortunately one minute was not enough time to turn the aircraft and they penetrated Big Sky Approach's airspace.This is a dangerous procedure without some sort of guarantee the hand off will be accepted - having aircraft descend below the MIA (Minimum IFR Altitude) then having to turn them due to the refusal of Big Sky Approach to take handoffs in a timely manner is bad for safety and for expedition.I now know that one minute is not enough time to turn an aircraft and will therefore start turning aircraft two minutes from the boundary.  Expect a surge in complaints from pilots and companies as it is exceedingly rare for a handoff to be taken by Big Sky that far out.




Synopsis: Salt Lake Center Controller reported that Big Sky Approach will not accept handoffs in a timely manner; causing the center to turn aircraft to avoid and airspace incursion.
Date: 201310
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: Quick VFR flight to ZZZ1; and on the return leg; as I was descending; I tried to level off at 5;000 FT or so. As I added power to maintain altitude; I realized I had an engine failure. I called Tower and advised I had an engine failure. I eventually regained power; and landed safely. I did declare an emergency; but I did not file any paperwork. I am now filling this out; just in case.




Synopsis: Upon attempting to level off at 5;000 FT; a C172 pilot discovers his engine has failed. The Tower is notified; an emergency is declared and the flight continues to the airport; eventually regaining power.
Date: 201807
Local time of day: 0601-1200
Location: SBP.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D SBP
ATC / advisory: TRACON SBA
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While descending towards San Luis Obispo; I noticed a drone pass over my left wing within 100 feet. I was descending through 2500 feet at the time; near Cal Poly University; roughly 4nm north of the San Luis airport. I only spotted the drone for a second before it disappeared past my wing and thus did not have enough time to maneuver away from it.




Synopsis: C172 pilot reported a NMAC with a drone while descending into SBP.
Date: 201703
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
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: Turbine Engine
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 Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise FL330; EICAS displayed message - R REV UNLOCKED. The aircraft sound changed to a rumble and we were unable to maintain altitude. Captain was pilot flying and First Officer was pilot monitoring. We ran the QRC/ Immediate Action items for R REV UNLOCKED and advised ATC requesting a lower altitude. Another EICAS message was received for R ENG OIL PRESS. ITT displayed (red) over temp and the Right engine oil pressure gauge indicated 3 (red). We ran the QRH procedures for R ENG OIL PRESS and In-flight Engine Shutdown procedures as directed. ATC was advised that we would be landing single engine with over 30 souls onboard and 6700 lb of fuel. We also requested emergency service vehicles. Captain advised dispatch; flight attendant; and passengers about the situation. Single engine procedures from the QRH and Normal checklists were completed for descent and landing. Captain flew the single engine approach and landing without incident. Emergency vehicles met and examined aircraft exterior prior to taxi in to the gate.




Synopsis: CRJ-200 First Officer reported R REV UNLOCKED and R ENG OIL PRESS EICAS messages during cruise.  The flight crew shut down the engine and diverted to an alternate airport.
Date: 202101
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Instructor
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On initial climb off of Runway XX; we experienced a rapid and noticeable loss of power and engine roughness. Since the power loss was so sudden and so low; I immediately took control of the aircraft from my student. I notified ZZZ Tower immediately that we needed to return to the airport. I started turning off of the published/assigned departure of runway heading before cancelling IFR. Tower suggested the cancellation right after I notified them of the engine roughness; and therefore continued in a tight left pattern for Runway XX. I stayed tight due to the possibility of a full power loss. Once established in the downwind I was well below pattern altitude; approximately 700 feet AGL. I reduced power slightly and the engine roughness went away. The Tower then gave me landing clearance and I made an uneventful landing on Runway XX. I never [requested priority handling] but the Tower asked me if I needed any assistance; to which I declined. Upon further examination of the aircraft post flight; the mechanics were unable to replicate the issue on the ground during a full run-up. To my knowledge; the roughness could have been due to detonation. This was also suggested by one of the mechanics. The roughness on the climb-out lasted about 20-30 seconds.




Synopsis: Flight Instructor reported engine roughness and power loss while in the traffic pattern and returned to the departure airport for a precautionary landing.
Date: 201705
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: Marginal
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Time Pressure; Confusion
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on the HLYWD 1 RNAV arrival to LAX with the ILS 25L loaded in the box; during the arrival we were cleared for the RNAV GPS 25L. In the process of changing the approach in the box the HLYWD 1 arrival was included in the change; when it was executed the system went into ALT HOLD; I think because the arrival had higher altitudes at the start on the arrival. By the time the arrival was cleaned up the altitude at SEAVU was missed we were FL190 when we should be between 14000-12000. ATC instructed us to do a left 360 to get down and re-sequenced us back in line. When turning back in; they instructed us to intercept the LOC 25L. Once established and now at 7000 feet they handed us off to tower but had not cleared us for the approach tower sent us back to approach who cleared us for the RNAV GPS 25L we had the LOC 25L loaded in the box. ATC gave us another 360 to re-sequence back in the line out of their turn we had the RNAV GPS 25L loaded and landed uneventfully.I missed the ATIS that said they were landing RNAV GPS 25L instead of the ILS 25L.Prior to departure no NOTAMS indicated the ILS 25L was out.Missing the ATIS info regarding the Approach in use. Then not cleaning up the re insertion of the new Approach/Arrival prior to execution caused the airplane to go to ALT hold.


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


Synopsis: B767 flight crew reported being re-sequenced twice on arrival to Runway 25L at LAX due to missing a crossing restriction and not being cleared for the approach.
Date: 201907
Local time of day: 0601-1200
Location: CRG.Tower, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D CRG
ATC / advisory: Tower CRG
Second aircraft: Small Aircraft
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: During the traffic pattern today I was in a small aircraft with an MEI [Multi Engine Instructor] candidate. There was a flight of 2 other small aircraft that had left about 30 to 45 minutes prior to them returning. When they returned Tower told them to 'Maintain 1;500 feet until advised' they did not maintain 1;500 we were told to keep it tight behind a Cirrus on the final.  We made our base turn to Runway 14 as we made the turn descending out of 800 feet I saw the planes out of my left window and immediately descended the aircraft and was forced to fly through the final approach. The other two aircraft said we were right in front of them to Tower; Tower scolded them a little about not being at the proper altitude.  We were forced to make a go-around and Tower told us to remain at or below 500 feet until advised.  As the other aircraft landed the first one did not contact Ground for taxi; Tower had to tell him to stop and go over to Ground.  One aircraft apologized to Tower and said 'We planned something different but should have followed your instructions.'  I believe the two airplanes did not have proper knowledge of how formation flight works and rules and could have caused a mid air collision with themselves and other people in the pattern.




Synopsis: Small aircraft flight instructor reported an NMAC in Tower controlled traffic pattern.
Date: 201407
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear Wheel
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: This was my first landing at this airport. We had about a 5 knot crosswind. I missed judged my altitude in the last few feet of the landing. I landed on the main gear and bounced. I applied some throttle to settle the plane on the return to the ground. While taxiing it was clear there was a problem with the nose gear. The two A&Ps at the field were checking the plane even before I could close my flight plan. The tire on the nose gear was blown. They replaced the tire and did a quick inspection of the plane. I flew back without incident; making a nice cross wind landing. The FBO just called me to tell me the plane had been declared totaled. Their online schedule suggests the plane has been flown twice since I flew it (both on the next day). I don't know how accurate the online schedule is but it was flown at least once. One of the pilots (I don't know if it was the first or second pilot after my flight) reported issues with the yoke and the throttle. I had no problem with either on my return flight or while taxiing after returning. It had been a little over 50 days since my last flight. I believe a recurrence would be prevented by flying more regularly or by flying with a CFI for the first flight after not flying regularly.




Synopsis: Small aircraft pilot reports a bounced landing after 50 days of not flying; causing the nose tire to fail. The tire is replaced and the aircraft is inspected by Maintenance; but the next day more damage is found and the aircraft is declared a total loss.