elihoole/asrs-aviation-reports huggingface dataset:
Date: 202106
Local time of day: 1801-2400
Location: HNL.Tower, HI
Weather elements / visibility: 10
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Taxi
ATC / advisory: Tower HNL
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [We] departed HNL for a training flight. This was both a biannual flight review and a night currency flight to be shared between us. It was an uneventful flight with training completed as needed. Upon returning to HNL and accordance with the Approach Controllers; we held over Ford Island for sequencing. We were then given clearance to land on Runway 8L. The landing was uneventful.Taxi instructions were then given to us - turn right on taxiway G; left on B; right on E; and hold short of Runway 4L; the left seat pilot read back the instructions verbatim and confirmed the hold short instructions. We began to taxi; and then I took the the flight controls midway down Bravo. The intersection of taxiway B and E is listed as Hotspot 3 on the HNL Airport Diagram. Before we arrived at E; Tower made another call to confirm the hold short instructions and they were read back correctly; again from the left seat pilot. As we made the turn from B to E; we did not see the Runway 4L hold short lines and unknowingly taxied onto an active runway.This near 30 feet horizontal runway incursion put us directly in front of a departing [aircraft]. The [aircraft] was at rotation speed when they spotted us in front of them and [they] were able to lift off and bank the airplane to the right; overflying us.I had control of the aircraft from the right seat at the time; but the responsibilities between the two of us were unclear and controls were exchanged on the ground; but radio were handled from the other pilot. Also adding to the confusion was a lack of experience and recency with night operations in general; night operations at HNL; never having landed on runway 8L or taxied from 8L - I only had one other night flight at HNL X months prior. All of these factors contributed significantly to this inadvertent runway incursion and near miss.




Synopsis: Light aircraft pilot reported a runway incursion at HNL that resulted in a conflict with a departing aircraft that was able to climb safely above them.
Date: 202011
Flight conditions: VMC
Light: Dusk
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Ambulance
Flight phase: Parked
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Workload; Situational Awareness; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I looked at the short term due list just as I got a flight request within minutes of starting my shift.  Seen that the power check was over 4 hours out.  I looked at this on the computer screen and didn't print out a new copy like I do every day at the start of my shift.  Just after our second flight we got a call that our crew from the last shift was COVID-19 Positive.  I got the third flight just after this for another team and was trying to figure out if I was at risk and what about the team.  Do I go; don't go.  Put on all PPE or just a mask.  I just forgot about the power check getting close with the two flights in the bag and looking at a long trip.  After the last flight I was XX minutes over the engine power check.After XX years; of this type of flying; this is my first time over flying inspection.  Only as good as your last flight. I always print out my fresh list at the start of my shift.  I didn't stop and take the time to print off a new one.  Looking at the list on the screen is not as good; it's hard to read and easy to miss things.  If doing lots of flights make sure you go back and recheck the list and times.  I forgot about the inspection and didn't recheck my numbers.  Don't rush when you get a call; things get missed or forgot.  Print out your lists every time don't just read off the computer screen.  Use a hi-lighter marker to mark things getting close.  3-5 hours out from due time is the time to call your maintenance department on the phone and start working a plan.




Synopsis: Helicopter Captain reported flying with an overdue engine power check inspection.  Reporter cited being distracted after being informed that the crew from the previous shift was COVID-19 positive.
Date: 201307
Local time of day: 0001-0600
Location: TUL.Tower, OK
Aircraft: Widebody; Low Wing; 3 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class C TUL
ATC / advisory: Tower TUL
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on descent into Tulsa in light winds; received a windshear warning well above 1;500 feet AGL when system is supposed to be active.  No other indications of windshear.  Winds 25 knots at 3;500 feet and approximately 5 knots on ground.   First Officer and I quickly discussed we thought it was erroneous and continued to landing Tulsa.  Got slightly low on approach attempting to get airplane out of windshear mode; however stable by 500 feet.  Though there were thunderstorms 25 miles south of field; we were in clear weather; no turbulence; light winds and in our opinion the system did not work properly.  A maintenance log entry was made. I believe system was not working correctly.




Synopsis: An air carrier aircraft alerted a Windshear Alert at 1;500 feet in light winds while on approach to TUL but it was ignored as an erroneous alert.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Gulfstream G100/G150 (IAI 1125 Astra)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent; while getting vectored for ILS Runway XX (airport in sight); at approximately 6;000 feet; the PIC selected flight air brakes. I then noticed the HYD LEVEL light illuminate on the master caution panel. The PIC retracted the flight air brakes; slowed to gear extension speed; and selected gear down. The gear came down and indicated down and locked. The HYD LEVEL light extinguished; and normal main system pressure and auxiliary hydraulic pressures were indicated. Normal checklists were completed; and the crew discussed going missed and diverting to a more suitable airport with longer runways if indications of a main hydraulic failure presented. For the duration of the approach; all indications were normal until at least the second half of the landing roll; when HYD level light began to flicker and the main system pressure began fluctuating. The PIC was able to use normal braking for the first half; and then they faded and he selected Emergency braking. Nose wheel steering was intermittent; but sufficient to get the airplane into the chocks at the FBO. We advised ground that we were experiencing intermittent steering issues and would keep them advised if we needed assistance (tug). Post flight inspection showed hydraulic fluid coming out from the bottom of the right wing under the airbrakes.




Synopsis: G100 First Officer noted a hydraulic low level light when the Captain selected flight air brakes. The light extinguished when the airbrakes were retracted and the approach was continued to landing. Normal wheel brakes were used during the first half of the ground roll then they fail and emergency brakes are used. A large leak was noted under the right wing after parking.
Date: 201702
Local time of day: 1801-2400
Location: PHL.Airport, PA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Night
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground PHL
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airport; Human Factors
Primary problem: Ambiguous

Narrative: After landing on Runway 27R at PHL; we were given instructions to turn right; taxi on K hold short of Taxiway E. There were three airliners lined up on Taxiway E holding short of Taxiway K. Upon approaching Taxiway E; neither myself nor the pilot taxiing the aircraft saw any signs indicating Taxiway E and assumed that the aircraft were on Taxiway F. Once we saw the Runway 35 hold short markings and lighting; we realized we had gone too far. The ground controller questioned our location and we immediately responded we had passed E and were holding short of Runway 35. We were then cleared to cross the runway and continued taxiing to the ramp with no further issues. There seems to be a lack of signage marking Taxiways F and E when approaching from the west on Taxiway K.




Synopsis: Corporate Captain reported being cleared to taxi eastbound on Taxiway K and hold short of Taxiway E after landing on Runway 27R. The crew did not see any E signs and held short of Runway 35 after crossing Taxiway E.
Date: 201708
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Second aircraft: A330
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Descending on the WYNDE arrival to ORD; approaching RHIVR; we encountered the wake turbulence of an A330. The aircraft quickly banked to the right somewhere between 45-60 degrees and pitched down. The autopilot failed and I hand flew the evasive action to fix the upset condition and return to the STAR. We reported it to ATC. They adjusted our descent clearance for the remainder of the STAR to stay above further wake vortices. We resumed the STAR and landed without further issue. Wake from A330 resulted in an aircraft upset; mitigated by hand flying recovery.


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


Synopsis: EMB-145 flight crew reported experiencing wake turbulence in trail of an A330 on approach to ORD that resulted in an aircraft upset with the bank angle reaching 60 degrees
Date: 202003
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: We were taking off on Runway XX when during the liftoff we experienced a bird strike. Loud noise and aircraft vibration followed. Due to the unknown location of the bird strike we elected to leave the landing gear down. After about 5 minutes we realized that the left engine N1 vibration gauge was indicating excessive vibration. At that time we realized that the bird was ingested by the left engine and that the engine was damaged due to the abnormal indication. Since all other engine indications on the respective engine were normal we opted not to shut down the engine. We returned back to the departure airport. After about 25 minutes on the air we made an uneventful landing.


Second narrative: During rotation I noticed a bird flying low over the runway ahead of us. The bird struck the aircraft; however the exact point of collision was unclear to us at that moment. The sighting and subsequent impact to our aircraft occurred instantaneously. Since the extent of the damage was unknown we decided to leave our landing gear extended. We maintained runway heading and began assessing aircraft condition. A left engine vibration was detected but no further indications were observed. We advised Dispatch of our situation. After applying our procedures and determining that [our departure airport] would be the ideal divert; we were cleared for the approach. We landed safely with no further incident.


Synopsis: A319 flight crew reported returning to departure airport after ingesting a bird into the left engine that resulted in high engine vibration.
Date: 201411
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Human-Machine Interface; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Pattern only proficiency flight flying solo. Lowered landing gear for first landing and did not get a proper gear down indication. I did not hear the gear motor and the gear did not seem to come down. I accomplished a tower fly by for controller's visual assessment: gear was up. Flew to airspace to the southwest of the airport to accomplish the manual gear extension checklist. Accomplished procedure (pull gear motor circuit breaker and turn landing gear hand crank 50 counterclockwise turns) and gear came down. No gear down indicator lights illuminated. Performed second tower fly by for controller's visual assessment: three gear down. Flew to the southwest again to attempt to get gear down indicators to illuminate and to ensure all checklist items were accomplished. Turned hand crank a few more turns and was met with extreme resistance. Reset gear motor circuit breaker to see if that would produce a green gear down indication. No luck. No gear motor movement and no green gear down indications.Flew a normal visual approach to RWY XXL and had a soft; on speed touchdown. Shortly after nose gear was lowered to the runway; it collapsed. This occurred at approximately 50 kts ground speed. Only nose gear collapsed. Main gear remained down and locked. No injuries and uneventful egress.Biggest mistake of the day: I forgot that my license and medical were in my other flying bag.




Synopsis: A BE-36 pilot suffered a nose gear collapse after the landing gear failed to extend during traffic pattern practice and the alternate gear extension procedure was utilized but failed to illuminate the gear down indications.
Date: 202101
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other Parked pre-departure
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Early in the boarding process the Purser notified me of a family that was being defiant about wearing masks in compliance with company policy.  After speaking with the family; the Purser still felt uneasy about the family. I then asked for a Customer Service Supervisor to meet the airplane.  While discussing the issue with the supervisors and FAs; a separate family came forward to note their concern over the behavior of the first family. Two of the second family quickly began tearing up.  Additionally; there was a passenger in the vicinity of the problem family who had health issues. At this point; I decided to have the problem family removed.




Synopsis: Air carrier Captain reported that during boarding a family was not compliant with face mask policy. After other passengers expressed concern; the Captain had the family removed from the flight.
Date: 201505
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
Aircraft component: Generator Drive
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While dealing with a medical emergency; received ECAM message; ELEC - (Integrated Direct Drive) IDG #2 low oil press. As per procedure; Gen 2 IDG was disconnected. [Notified] ATC and proceeded to destination. At time of [the situation;] aircraft was approximately 15;000 feet and 50 miles from destination. ATC provided expedited routing to final approach and an uneventful approach and landing was made. Upon arrival paramedics met the aircraft for the medical [issue] and maintenance met for failed generator IDG.




Synopsis: A319 Captain reported losing Instrument Drive Generator (IDG) #2 while dealing with a medical emergency.
Date: 202107
Local time of day: 1201-1800
Location: UUWV.ARTCC, FO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center UUWV
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Received GPS jamming; indicated by ADS-B OUT L; TERR POS; NAV UNABLE RNP". Jamming started at XA:25Z N4850 E4304. Ended XA:54Z N5241 E 3919. In southern Moscow airspace skirting Ukraine just south of us. [Caused by] jamming of satellite signals by unknown entity."




Synopsis: Pilot reported GPS jamming in southern Moscow airspace skirting Ukraine.
Date: 201909
Local time of day: 0601-1200
Location: ZOA.ARTCC, CA
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: Lancair ES
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Anomaly: Airspace Violation All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control; Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: Flying level at 17;500 ft. Hit mountain wave turbulence and maximum rate of descent could not overcome lift of greater than 2;000 ft. per minute. We ascended into Class A airspace as high as 20;000 ft. before being able to overcome the lift. We managed to descend back to 17;500 ft. within a few miles.




Synopsis: Lancair ES pilot reported experiencing turbulence and entering Class A airspace before managing to descend back to assigned altitude.