elihoole/asrs-aviation-reports huggingface dataset:
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: A-1 Husky
Operator: Other Banner Towing
Operating under: Part 91
Flight plan: None
Mission: Other Banner towing
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Other Banner towing
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During a routine banner tow along the shoreline the low oil pressure indicator light came on and the engine lost oil pressure. I was cruising southbound at 500 feet AGL when the light illuminated. I promptly checked the second oil pressure gauge that also indicated oil pressure was down in the red and the oil temperature was all the way up in the read. My initial thought was that I was going to need to land at the beach. The beach was packed with people so I turned northbound to find a place to land and called ATC. At this point my engine was already running rough due to oil starvation. ATC asked if I needed to land at the beach and I told them that I'm going to ditch my banner in the ocean and try to see if I can climb up to sufficient altitude to glide the plane to the airport if the engine should quit completely. I dropped the banner and climbed slowly up to around 1500 - 1700 feet before I decided to give it a try. At this time I was approximately 3 miles southeast of the field and figured that if the engine failed before half way there I would be able return and land at the beach. The engine luckily lasted all the way to the airport but was running very rough at the end. It sounded and felt like it was going to quit on me multiple times. Safely on the ground I saw that the planes belly was completely covered in engine oil. I got it inspected by mechanics that concluded that the engine only had 2 quarts of oil left in it and the oil pressure gauge sensor had a severe leak.




Synopsis: A banner tow pilot experiences a loss of engine oil pressure at 500 feet AGL while towing a banner along the beach. The banner is dropped in the ocean and the pilot is able to make it 3 miles to the airport without the engine quitting.
Date: 201807
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Nose Gear
Component problem: Failed
Reporter organization: Personal
Reporter function: Captain; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine; Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Other Landing
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: In perfect weather; on a normal flight to ZZZZ; normal approach to airport selected gear down on downwind to reduce airspeed to get to flap extension speed. The expected reduction in speed happened; due to the increased drag of the landing gear having extended. On the turn from downwind to base; while banking; I looked at the gear lights during the before landing checklist; and 'saw' 3 green lights. A normal stabilized followed; ending in a perfectly smooth touchdown on the mains but an INSTANT lowering on to the nose gear; which seemed to hold for a half second; only to give out and have the propeller hit the pavement at idle speed The airplane was sliding on two propeller blades; which were ground down but this prevented ANY damage to the airframe itself. The automatic gear extension system was in the 'normal' position (not over-ride) but no auto extension happened. Approach speed on final was 90 knots in accordance with the POH and very forward C.G. There was no Gear Unsafe light and no Gear Waring Horn prior to touchdown.I had a very distracting friend flying with me; constantly talking. Entering downwind; I had to tell him to stop talking as his distractions were interfering with listening to ATC. If there is more to the situation than thus far explained; his distractions would have been a major contributing factor. I am going to inspect the landing gear system this coming week and will comment on it more pending my further discoveries. If there is a lesson to be learned or safety related important information it WILL be disclosed by me to contribute to improvements in the overall safety of general aviation.




Synopsis: PA32 pilot reported the nose landing gear collapsed during landing.
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
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: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: FBO
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Human Factors

Narrative: Four aircraft were flying in the pattern for Runway 05 and one aircraft was shooting ILS (Instrument landing System) practice approaches on Runway 23. A sixth aircraft reported he was 7 miles out for Runway 23; but then did not make another radio call. As we were on Runway 05 the practice ILS traffic went missed for Runway 23; so we continued with our touch and go. When we reached around 500 feet; I looked out and noticed an aircraft at the same altitude on a collision course with us. I took the flight controls from my student and quickly banked hard into the left crosswind. We missed each other by roughly 500 feet horizontally. The other aircraft did not acknowledge there was any issue and continued to land 23 even with other aircraft already established in the pattern on short final for Runway 5.I realize that in this case we were on a head on collision hazard and I should have turned the aircraft to the right instead of left; but chose to go right to maintain in the traffic pattern.




Synopsis: Instructor reported that during initial climb; they took evasive action to avoid a mid-air collision with landing traffic.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: FBO
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Air Traffic Control Fully Certified; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other landing roll
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: This was my final landing after a week-long trip; I was coming home. As I was fifteen miles out; I received my first ATIS; winds were 080-110 @ 7kts. When I was ten miles out I listened to ATIS again; report was much of the same but winds were now at 10kts. I lined up on final; everything was normal. I landed with my main gear on the numbers; my nose gear shortly landed after that and I put my flaps up and carb heat off. As I was rolling out; my airspeed was slowing rapidly and I begin to lightly apply even brake pressure; as I have done thousands of times before. However; as soon as I [applied the brakes]; the airplane takes a severe turn (about 45 degrees according to tire marks) to the right. At this point I was traveling about 30kts and headed directly towards the marsh. I knew at this point; going into the marsh was inevitable. Instead of over-correcting and potentially flipping the airplane; I tried to keep the plane level; cut mixture and fuel pump; then I braced myself for impact. When I came to a stop; I immediately exited the aircraft and walked to FBO to call authorities.




Synopsis: PA-28 pilot reported losing directional control on the landing roll for unknown reasons.
Date: 201502
Local time of day: 1201-1800
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B LAX
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Environment - Non Weather Related; Aircraft
Primary problem: Human Factors

Narrative: Approaching SADDE intersection; descending from 12;000 feet to 10;000 feet and slowing to 210 knots; we encountered moderate plus wake turbulence from heavy 777 in calm air; causing autopilot to revert to CWS from LNAV/VNAV CMD mode. After arresting control from wake rolling tendency; we overshot SADDE intersection and had to manually turn towards BAYST intersection before re-engaging LNAV/VNAV CMD mode. We were advised at the same time by ATC to turn immediately towards BAYST. Just prior to autopilot disconnect; we had advised ATC of the wake turbulence upset. Remainder of flight was uneventful after we reported heavy aircraft in sight for visual approach and remained above its glidepath.


Second narrative: Prior to SADDE we encountered moderate wake turbulence. It seemed to last longer than usual; and the pilot flying was struggling to maintain aircraft control. I told ATC we were in wake turbulence and asked what we were following. The reply was 'a heavy'. We later learned it was a 777. During the event the autopilot reverted to CWS. I saw this happen but did not announce it; due to the high workload the Captain was under. As we approached SADDE the wake was subsiding but we were still in CWS; in zero wind so it appeared we were on course on the MFD. I still did not announce CWS due to other distractions and concerns about the wake. We then flew past SADDE and did not turn toward to BAYST.


Synopsis: B737 flight crew reported track deviation on approach to LAX when the autopilot reverted to control wheel steering in response to a wake turbulence encounter.
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Other During Pushback
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During pushback I started the right engine. The engine generator did not take over from the APU generator after start valve closure. I reset the [engine] generator; but it was still not coming 'online.' We gate returned and Maintenance swapped out a Generator Control Unit (GCU) which did not fix the problem. We deferred the engine driven generator and conducted the flights with the APU operating and supplying power to the right side bus. After arrival back in ZZZ; the Ramp agents connected external power and I tried to swap power from the APU to ground power. The right side [electrical] bus would not go 'offline' on the APU generator. I wrote up the problem and contacted Dispatch and Maintenance. Recurrence of this event is impossible to predict or avoid. Aircraft electrical failures are hard to predict. Maintenance should be complimented on their handling of this event. The system was troubleshot; tested; and deferred in less than 45 minutes. An outstanding job.




Synopsis: An air carrier Captain reports about a recurring Right Bus Electrical System malfunction on their MD-82 aircraft. The right engine generator did not take over from the APU generator after start valve closure and later; the right bus  would not allow the APU generator to go 'off-line' and swap to ground power.
Date: 201810
Local time of day: 1801-2400
Location: ORD.Airport, IL
Aircraft: B737 Undifferentiated or Other Model
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Low ceiling/night time conditions with aircraft reporting breaking out of the clouds at minimums. Landing runway 9L. Runway not visible from the tower. Aircraft X on rollout reported a scary incident that the lights; all the lights; on the runway turned off for 'a couple of seconds.' The aircraft had just broken out when they said they picked up the lights and then they went off and came back on before the decision to abort the approach was made. The aircraft landed and reported the incident at taxiing speed.After discussing with other controllers they have seen lights turn off and then come on almost like the generator has an overlap. Usually it happens and there is little to no overlap especially with aircraft on final in VFR weather. The pilots sounded shaken from the incident and all the aircraft after I'm sure had added workload in the actual fear of not having lights available when they broke out. In my  years [as a controller] this was one of the most serious incidents to safety of an aircraft that I have seen.When switching to and from the generator power (if that is what caused this) then a NOTAM or a request to ATC from tech ops [is recommended] as when to do this. If it was an automatic switch on then there needs to be a zero overlap system put in.




Synopsis: ORD Tower Controller reported a recurring problem with momentary loss of runway lights.
Date: 201701
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Night
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B NYC; Class C EWR
ATC / advisory: Tower EWR
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness; Confusion
Second reporter function: Pilot Not Flying; Captain
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We were cleared for the Stadium Visual Approach to Runway 29 at EWR; with the RNAV (RNP) Y 29 loaded in the FMC as an [overlay] and the autopilot engaged. Clearance was to maintain 3000 ft until TEB; cleared for the approach. At about 2 nm from TEB; we set touchdown zone elevation of 100 ft in the MCP altitude window. We had a short discussion whether setting the altitude was too early. At about 1 NM from TEB the aircraft started down. I disconnected the autopilot at 2800 ft and was correcting back to 3000 ft at 2700 ft. In an effort to be smooth; I was not aggressive enough in getting back to 3000 ft.  We then received TCAS RA while correcting back to 3000 ft. I attempted to confirm the approach and re-engage the autopilot. The aircraft started down again and was not on the approach track. I do not believe at this point I was in LNAV and because of the MCP altitude; we went low again; I disconnected the autopilot and flew the approach. It was around this time Newark Tower informed us of a Low Altitude Alert and I made a correction. When the PAPI for Runway 29 came into view; we were on profile.


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


Synopsis: Air carrier flight crew reported the autopilot descended too early while on the EWR Runway 29 Stadium Visual resulting in an RA.
Date: 201912
Local time of day: 1801-2400
Location: DEN.Tower, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B DEN
ATC / advisory: Tower DEN
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
Contributing factors: Procedure
Primary problem: Procedure

Narrative: We were cleared for an ILS to Runway 16R. Spacing was 5 miles behind Aircraft Y. ATC assigned a speed reduction to 170 kts. A further speed reduction to 150 kts was assigned. Traffic separation was 3 miles. Our target speed was 152 kts. We were cleared to land. I saw Aircraft Y fail to make the 2nd high speed exit and informed the First Officer that 'it was not looking good'. I started the go around at approximately 150 ft. The First Officer radioed the go around to Tower. There was a significant pause before ATC responded and they seemed surprised we were going around. We over flew Aircraft Y on Runway 16R. We were vectored around for a visual approach to Runway 16L. A normal landing ensued. After exiting the runway; ATC informed us there would be an investigation launched regarding the go around. My assumption is that the controller forgot about Aircraft Y on the runway which is why there was confusion as to what we were going around. Aircraft Y rolled long for unknown reasons and likely caught the Controller off guard due to an unexpected maneuver.




Synopsis: B737 Captain reported that an aircraft failed to vacate the runway; resulting in a go around.
Date: 201509
Local time of day: 1801-2400
Location: ROA.Airport, VA
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ROA
Aircraft component: Flap/Slat Control System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: It was my leg. Flaps were supposed to be 20. Take off roll seemed a little long; but not scary long. Rotation was smooth and normal; climb rate seemed fine as well. At FRA (Flap Retraction Altitude) I called for 'flaps 8'. The Captain said 'uh there at 8 now'. At that point we realized that we had not set them to 20 for takeoff. We continued the flight without incident.The terrain surrounding this airport was well known to us. We briefed that climb out was to be at VT until MEA of 5;700 ft. The error was not catching the flaps set at 8 instead of 20. We had at least three chances.From now on; I will not just reach over and click the flaps. I'll look at them and make sure the lever is where it's supposed to be. I print of the data so I can read it for the performance check; rather than just keep my head down and read I'll verify what's been set while the Captain does his call outs. And on the before takeoff; I'll check all the data again quickly; rather than just visually verify 'T/O config ok' on the EICAS.




Synopsis: CRJ-200 First Officer reports departing with flaps set to 8 when flaps 20 was required for takeoff performance. The error is not detected until the First Officer calls for flaps 8 after takeoff and the Captain reports they are already at 8.
Date: 201502
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: CTAF ZZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: General Evacuated
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Touched down on runway 9. Aircraft started skidding towards the left side of the runway. I tried to correct. Aircraft left the runway off the left side. While skidding through the grass the left main gear collapsed. Once the aircraft came to a rest I shut it down and evacuated the passengers. There were no injuries.




Synopsis: After touchdown the pilot of a C-402 was unable to arrest the aircraft's skid toward the left side of the runway where it exited the hard surface and the left landing gear collapsed.  All aboard evacuated without injury.