elihoole/asrs-aviation-reports huggingface dataset:
Date: 202202
Local time of day: 1201-1800
Location: PIE.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach; Initial Approach
Airspace: Class E TPA
ATC / advisory: TRACON TPA
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Conflict Airborne Conflict
Detector: Automation Aircraft RA
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: We received a TCAS RA while being vectored for the visual approach to Runway 36 at PIE. We were flying an assigned heading of 180 degrees and assigned speed of 170 knots when Tampa Approach advised us of traffic at our 12 o'clock and below. I was able to see the traffic on TCAS; but unable to visually acquire it. A moment later we received a TCAS RA to climb. We followed the advisory and climbed 300-400 feet at which time we received another advisory that we were clear of the conflict. I immediately advised ATC of the TCAS RA at which time the Controller instructed us to descend back to 3;000 feet. Tampa Approach had no further comment. I believe the conflict was caused by a VFR aircraft that was 500 feet below us; underneath the Class B and may have initiated a climb.




Synopsis: Light Transport aircraft First Officer reported receiving a TCAS RA during visual approach to Runway 36 to PIE airport.   The TCAS RA was followed and was reportedly triggered by a VFR aircraft transiting below the TPA Class B airspace.
Date: 201710
Local time of day: 1801-2400
Location: MFR.Airport, OR
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZSE
ATC / advisory: Center ZSE
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On our approach into MFR we had the field in sight and were cleared a visual approach. The Captain was pilot flying and used the VOR DME-C as a reference for the visual approach. We crossed BRKET at 10;000 ft and then began a descent down to the field. We had discussed this approach in the approach brief and how it can keep you high so as we descended; [the Captain] asked for flaps 8 and 20 and then gear down to slow the plane down for a better descent. We were a few miles short of SERTE when we heard the EGPWS 'terrain pull up; pull up' alert and we immediately [executed] the escape procedure of disconnecting the autopilot; max thrust and leveling off the descent. The alert went away and we then continued the approach and landed on runway 32. I noticed we were around 8;200 ft as we leveled off which was a few hundred feet below the published altitude of 8;500 ft on the approach at SERTE.  As mentioned above; we had the field in sight and were cleared a visual approach however [the Captain] descended too aggressively which caused the warning. The cause was too steep of a descent on our approach which led to the 'terrain pull up' alert.Follow the published altitudes on an approach when using it as a reference in mountainous terrain to avoid alerts like we encountered. Even though we had the field in sight; the descent was still too aggressive and we should have followed the published altitudes on the approach since it was night time with all the surrounding terrain.




Synopsis: Air carrier First Officer reported responding to a GPWS terrain alert on a night visual approach to MFR.
Date: 201909
Local time of day: 1201-1800
Location: BDR.Tower, CT
Flight conditions: VMC
Weather elements / visibility: 27
Light: Daylight
Aircraft: Kiowa/Kiowa Warrior/Combat Scout
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZNY
ATC / advisory: Tower BDR
Reporter organization: Contracted Service
Reporter function: Pilot Not Flying; Instructor; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Glider; Flight Crew Rotorcraft; Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: The wire markers crossing Housatonic River are 30 to 40 feet below older wires. Air photo shows markers below bridge deck visibly with older towers higher on older towers. Ground photos clearly show the wire markers lower than wires on higher wires. This has been reported previously! Lots of helicopter traffic in this area. JSD heliport is 4 nm up river and BDR is 2 nm down river. Do we have to wait for an accident to fix this?




Synopsis: A helicopter pilot reported tower wire markers are placed on lower wires and higher wires do not have markers.
Date: 201712
Local time of day: 1201-1800
Location: SAT.Airport, TX
Flight conditions: IMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Flight phase: Taxi
ATC / advisory: Ground SAT
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Ground; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: ATC Equipment / Nav Facility / Buildings; Weather
Primary problem: Weather

Narrative: Aircraft X was holding short of November on Romeo. Runway 4 [was under Ground Control] for taxiing and not being used for departures. I gave instructions for Aircraft X to turn right on Runway 4 and hold short of Runway 13R. The pilot's first read back was unconvincing so I restated instructions. The second read back was acceptable. I asked pilot to advise when holding short of Runway 13R due [to] visibility being very low. Shortly after Aircraft X advises holding short of Runway 13R. I acknowledged with 'Roger.' I gave taxi instructions to Aircraft Y; which just exited Runway 13R. Immediately after Aircraft Y read back; Aircraft X advises he is at Runway 4 at N3. I said 'Say Again'. Aircraft X again advised on Runway 4 at N3 which is on other side of Runway 13R. I issued the Brasher warning and the pilot called in.[I recommend] installing ASD-X at San Antonio airport.




Synopsis: SAT Ground Controller reported that an aircraft taxied across an active runway during low visibility conditions.
Date: 201909
Location: EGLL.Airport, FO
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center EGLL
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Not Flying
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Procedure
Primary problem: Aircraft

Narrative: Departed EGLL on the GASGU 1J. Climbed to 6;000 feet. As we leveled off a drone went by the aircraft at close distance. Estimate drone altitude between 5;000-6;000 feet. Captain immediately reported event to ATC. No evasive maneuvering done to avoid drone.


Second narrative: Departed EGLL [Runway] 9R on the GASGU 1J SID. While level at 6;000 near OCK a drone went under us between 5;000-6;000 just off our left side. While I noticed its large size; the First Officer said it was blue in color. Reported the sighting to ATC and then later in cruise to Dispatch. No evasive maneuvering was done. FYI - in the Dispatcher remarks of the FP: 'CAPTAIN CALL DISPATCHER FOR BRIEFING REFERENCE DRONE ACTIVITY IN EGLL/LHR AREA'. Conversation with Dispatch over the phone I was told the drone activity was between 7-10 ft.


Synopsis: B-757 flight crew reported experiencing an airborne conflict with a drone on departure from Heathrow.
Date: 201901
Local time of day: 0001-0600
Location: GEG.Tower, WA
Flight conditions: IMC
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class C GEG
ATC / advisory: Tower GEG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: At 800 AGL climbing out of GEG off of RWY 3 we experienced multiple bird strikes to the Captain's windshield and right wing inboard slat. The RVR for RWY 3 GEG was 800RVR so we decided to proceed to our takeoff alternate; where the weather was VFR. Although CATIII was available to RWY 3 in GEG we decided the safe course of action was to divert to a VFR airport that also happened to have company maintenance. The flight was completed safely without further incident.


Second narrative: Hit multiple geese in climb-out after takeoff at approximately 800 feet AGL. Loud impact on aircraft nose and right wing. We assessed the situation and determined that a diversion to our takeoff alternate was the safest and most prudent course of action. Takeoff at GEG was with 800 RVR. Return to GEG would require a CAT 3. We felt [a CAT 3] with possible aircraft damage was not the safest option. We contacted dispatch and decided to divert to [our takeoff alternate]. Passengers were notified of our situation and that we were diverting. Divert was uneventful. A detailed inspection was performed by Maintenance. No major damage occurred and we were able to get our passengers to [our original destination] a few hours later. First Officer was outstanding in his support and professionalism during this event. My flight attendants kept our passengers safe and secure and also did an outstanding job. Thank you.


Synopsis: Air Carrier flight crew reported multiple bird strikes on departure led to a diversion.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Texan T6/Harvard (Antique)
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Ambiguous

Narrative: I land on the left runway (East runway) with request to taxi to West ramp. Tower clears me to taxi on intersecting runway and to expedite crossing of parallel runway because of aircraft on final to that runway. Clearance read back to Tower. Upon clearing the left runway I initiated turn to provide forward visibility and almost immediately discovered a single engine Cessna directly in front requiring an emergency stop which resulted in my prop and cowl striking the surface with aircraft coming to rest at an estimated 70 degree tail up attitude. Estimated distance from tail of Cessna 10 ft. No advisory from tower regarding Cessna in path of my aircraft. Similar situation at Oshkosh several years ago resulted in 2 fatalities in overrun aircraft. Strongly encourage tower controllers to take advantage of opportunity to ride in radial engine tail wheel aircraft to observe very limited forward visibility of pilot during taxi.




Synopsis: T-6 pilot lands on the left runway with a request to taxi to the west ramp. Tower cleared the reporter to use the intersecting runway and to expedite across the right runway for landing traffic. The first clearing turn after transitioning to the intersecting runway revealed a Cessna directly in front and a panic stop resulted in the aircraft tipping on its nose.
Date: 201410
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System Pump
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During climb out (approx. 24;000 FT) we received the HYD B ELEC PUMP OVHT message on the ECAM. Following the ECAM procedure I shut off the blue pump. While applying the FOM procedure and troubleshooting; the overheat indication extinguished. Following ECAM procedure I reset the pump to the on position. The HYD SD page displayed amber and zero pressure on the blue system. After using all available resources; (ECAM; FOM; Maintenance Control; Dispatch; the First Officer and the Chief Pilot's Office) the Captain exercised Captain's authority to declare an emergency and divert. The Captain's decision to declare an emergency and divert was based on the following considerations:1. The aircraft's flight controls were now degraded; (only one hydraulic jack per flight control; and sluggish handling) and the blue hydraulic system was unrecoverable which in our opinion interfered with the safe operation of the aircraft. 2. I agreed with the Captain that diverting (due to lack of system redundancy) was the most prudent and safest option.3. Lastly; per FOM; it is my interpretation that the NTSB would need to be notified. The approach and landing were conducted without incident. We exited the runway and requested that emergency services inspect the aircraft for hydraulic fluid leakage and ensure the aircraft was safe to pull into the gate. Emergency services did not see any fluid and deemed the aircraft safe and we taxied to the gate. It was determined after maintenance repaired the aircraft that the blue electric pump had seized.




Synopsis: A321 First Officer experiences the failure of the Blue hydraulic pump during climb passing FL240. After consultation with the company the crew elects to divert to a suitable airport.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Robinson R44
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Rotorcraft; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During [a tour] flight; one of the customers got his right arm wrapped around the cable from his headset. [As] he tried to untangle himself while holding to his camera (that was properly strapped around his neck); the headset fell from his head and ended up breaking loose from the connector that connects to the main part of the headset and [was] dragged out of the aircraft (during a doors-off sightseeing operation).The customer brought the fact to my attention tapping on my shoulder and showing me the cable from the headset without the headset.I confirmed no injuries were suffered by any of the passengers and flew the route back to the airport I departed from.To avoid the same mistake I will brief the passengers to be more careful with the wires and maintain calm if it gets wrapped around them; especially during doors-off operations.




Synopsis: R44 pilot reported a headset fell from the aircraft during a doors-off tour flight.
Date: 201701
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 0.5
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel Booster Pump
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: MEL; Aircraft; Company Policy
Primary problem: MEL

Narrative: While completing my preflight duties I discovered that one of the center boost pump Low Pressure lights would not extinguish when the pump switch was turned on. The problem I want to identify here is our unsatisfactory MEL system. I was in a -700 aircraft with one center boost pump inoperative and fuel in the tank; yet the MEL package I received contained six pages of chaff and only one page of useful information.  Put another way; instead of getting the information that pertained to only a -700 with one center boost pump inoperative and fuel in the tank; I received six additional pages of non-pertinent data that I had to wade through. I received information pertaining to the other series; as well as information that pertained to many other conditions that did not apply to my situation.




Synopsis: B737-700 Captain reported that the company MELs contain excessive data on unrelated conditions or data pertinent to other aircraft models.
Date: 202110
Aircraft: B787 Dreamliner Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
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: Was in the bunk on crew rest when aircraft experienced severe turbulence. On returning to the flight deck crew informed me of severe turbulence event with uncontrollable flight; VMO/MMO exceeded by 20 kts; mountain wave; TCAS EVENT. No injuries to crew or passengers. Aircraft written up for inspection. I have no additional information on the event.




Synopsis: B787 Relief First Officer reported the aircraft encountered severe turbulence in cruise flight; resulting in temporary loss of control and airspeed and altitude deviations.
Date: 201807
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Winglet
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Communication Breakdown; Other / Unknown; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: Aircraft arrived with damage to right wing upper scimitar trailing edge and had missing material and rough edges. Upon closer inspection it was discovered a lightning strike damage. This was also confirmed by a sheet metal technician on duty and called into the controller by radio to take aircraft OOS (out of service) for lightning strike inspection. But the Maintenance Supervisor signed off lightning strike inspection at the gate within minutes and without complying with procedure outlined in AMM (Aircraft Maintenance Manual). Not only that; but the damage at the trailing edge was not even addressed or blended smooth per SRM (Structural Repair Manual); but deferred to paint and aircraft released for service. Maintenance Supervisor signed off lightning strike damage to prevent further delay of revenue flight. This compromises safety of equipment; crew; and passengers and is against [the] core value of [the company]. This was immediately brought to attention of Union Stewards and Shift Manager on duty.




Synopsis: Maintenance Technician reported that the required action was not taken after a lightning strike on a B737 scimitar winglet.