elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 1201-1800
Location: PHX.Airport, AZ
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50
Second aircraft: Airbus Industrie Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Chart Or Publication; Procedure; Environment - Non Weather Related
Primary problem: Procedure

Narrative: We were being vectored onto the ILS approach Runway 26 into PHX. There was an Airbus that was being vectored on to the parallel approach for 25L into PHX. Because we were both intercepting our respective localizers at the same lateral point from the field; we got an RA to descend. The TCAS did exactly what it was supposed to do- it doesn't know that we are intercepting a localizer; and so it sees two airplanes that are opposite direction and converging and issues the RA command. The Captain turned off the autopilot; turned away slightly from the traffic; and descended approximately 300 feet. We had the traffic in sight the entire time; and we were able to stabilize the aircraft before the '1;000 ft above the field' call out. Why does ATC keep on having aircraft on parallel approaches intercept parallel localizers at the same lateral point? If they would space it out by a mile; this wouldn't happen. And if it's happened to me twice now in the last 6 months; it must be happening to other people as well.


Second narrative: While on the visual approach to Runway 26 we received a Descent TA.  Another aircraft was on approach to 25L and also joining final.  We had the aircraft in sight and we also complied with the TA and started a descent.  Our position was just outside PRUNN on approach to Runway 26.  We were at 3;000 [feet]; and descent was to approximately 2;700 [feet].  We then leveled off and joined the glide slope and landed on Runway 26. ATC was notified of the TA.


Synopsis: Air carrier flight crew reported descending in response to an RA from an opposite direction Airbus on approach to PHX.
Date: 201405
Local time of day: 0601-1200
Location: SYR.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SYR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Gate Agent / CSR
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: [I] wanted to share about our flight today to SYR to raise awareness on the very poorly painted yellow taxi lines at the gate area in SYR at gate X. We stopped aircraft to make sure we were on the yellow line during taxi in at gate X in SYR. Most of the line is extremely hard to see and almost seemed like there wasn't even a line there in some spots. Both the First Officer and I during our slow taxi in were confident on being on what appeared to be a line; but almost felt like we were taxiing 'in the blind' at times with what appeared to be the yellow line. After we parked; we talked with several ground personnel working our flight along with the Gate Agent and they agreed on how bad the line is. They said they made someone aware of this; but they didn't seem too confident on the yellow taxi line getting taken care of anytime soon. They were nice and we all agreed that this needs some awareness for safety reasons. It was a beautiful sunny day with a dry ramp and just figured this report was worth filling out to raise awareness for safety to look into this for future ramp safety with visible lines present; especially in poor weather conditions or at night.Keeping safety first; knowing to stop the aircraft which we did to ensure a safe taxi into the gate area. Raising awareness on this to look into this for ramp safety; not only at this gate at SYR; but to maintain vigilance at all airports keeping safety a priority. Sometimes when things like this happen; this becomes the norm since others think it will get fixed soon as flights come and go. When I asked the ramp if this was going to get painted anytime soon or in the future; they weren't too confident on this.




Synopsis: A Captain noted the lack of visibility of the SYR gate lead in line lines and his inability to determine his aircraft's position relative to the gate.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb; Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Lubrication Oil
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Had a Low Oil Pressure indication; followed by a suspected fume event. Returned to departure airport. Landed overweight and did not declare an emergency. Cause: did not have time to refer to FOM. QRH did not contain required declaration guidance in the overweight landing procedure. Suggestions: there is a full page of 'additional information' attached to the Overweight Landing Procedure in the 757 QRH. It would be helpful to add a reminder that; at [company]; per FOM; a declaration of emergency with ATC is required for all overweight landings. It would have also been great if the Dispatcher had the procedure/authority to declare for the flight as we were able to communicate we were returning and were overweight.


Second narrative: Right Engine oil pressure at 33 psi (yellow band) after takeoff; followed by increased fumes in cockpit and cabin. Returned to ZZZ and although told ATC we were returning due to fumes and were going to land overweight. We did not specifically declare an emergency as required by Flight Manual part 1.


Synopsis: B757 flight crew reported experiencing a low oil pressure indication followed by fumes in the cockpit. Flight crew decided to return to the departure airport and executed an undeclared overweight landing.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Dusk
Aircraft: King Air C90 E90
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
ATC / advisory: Center ZLA
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Airspace Structure; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: I got an erroneous indication on the cockpit display then a complete loss of GPS signal. After several attempts to regain a signal and be able to navigate to the next Waypoint; I had to ask Center for a heading till I sorted out the issues. Finally after several minutes I was able to get a distance Waypoint and able to navigate to that intersection and no further issues happened. This happened near the area of Restricted airspace R-ZZZZ past ZZZ1. Looking back; I'm convinced my GPS signal was jammed by the military.




Synopsis: BE90 Pilot reported indication of temporary loss of GPS signal near restricted area and stated it was due to GPS jamming.
Date: 201605
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Object; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Went out for a few takeoffs and landings and remained in the traffic pattern. The first takeoff and landing was normal as was the second takeoff. On landing when I went to brake I found that the right main gear brake was not operating and consequently departed the runway to the left and then down into low area left of the overrun area. While off the hard surface I hit a couple of runway lights and incurred some repairable damage to the leading edge of the left wing. There were no injuries to myself or any ground personnel who came to my aid and towed my aircraft back to my hangar. I sealed a fuel leak on the leading edge of the left wing and put the airplane in the hangar. When I came back the following day to check on the damage I found a sizeable puddle of brake fluid below the right main gear and upon cursory inspection found that the bleeder valve on the brake had worked itself loose. Once again this is a fairly easy repair.




Synopsis: An Experimental aircraft pilot reported a loss of right brake control during landing that resulted in a runway excursion and contact with several runway lights. Later; the right brake bleeder valve was found loose and leaking brake fluid.
Date: 201606
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Sea; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While on base leg of traffic pattern engine stopped. Suspected fuel exhaustion. Purchased more than enough fuel for mission and had fuel in tanks when started. Aircraft either burned more than planned fuel or FBO did not pump the final amount ordered. Training took place over 2 days. Aircraft started with approximately 10-15 gallons. We purchased a total of 80 gallons over the 2 days and flew 7.8 on the Hobbs meter. Much of that was spent at idle and reduced power learning to taxi and handle the aircraft on the water. Flight time was much less and the aircraft has never burned more than 10 gallons per hour. I know this because I have purchased [20] gallons; flown for 2 hours and had more remaining than I started with.




Synopsis: PA-18 seaplane instructor pilot reported the engine quit in the traffic pattern because of suspected fuel exhaustion.
Date: 202111
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ZZZ
ATC / advisory: Ground ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Other Person
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Operating Aircraft X ZZZ to ZZZ1 as Captain on Date. Departed Gate XX using #2 engine but aware of 5 minute warm-up for engine #1. With approximately 8 aircraft in front of us for T/O; I called for the 'Delayed Engine Start' procedure. Engine #2 starts normally and is running for at least 6-7 minutes before Tower tells us to 'Line up and wait Runway XXR/W'. During taxiing onto Runway XXR; another Company aircraft tells us that they have observed flames coming out of the tail cone of #1 engine. We ask and receive permission to taxi off Runway and ask for ARFF (airport rescue and firefighting) to come out and have a look. I make ELB write-up. During the entire time; there were no abnormal engine indications in the cockpit. Both engines shut-down; Fire Chief reports small fuel leak from engine #1. Maintenance asks us to proceed to [area] for further inspection. Maintenance says; 'There is oil leaking where it should not be'. Maintenance advises that write-up for oil leak will be accomplished by Maintenance. Maintenance advises aircraft will be towed to gate XY for further investigation. Over an hour spent at Gate XY until ops advises swap with new airplane at Gate XZ. Flight leaves 4 hours late and proceeds uneventfully to ZZZ1.


Second narrative: Upon being cleared onto runway another aircraft informed us of flames briefly coming from engine number 1. We coordinated with ATC; fire department; Company Maintenance; Dispatch; and Operations as well as crew and customers. Fire department said they observed a fuel leak after number 1 was shutdown but no other issues. At a hard stand Company maintenance stated they saw oil in the number 1 engine. We were tugged to a gate where we deplaned and given a new aircraft at a different gate.


Synopsis: B737 flight crew reported that another Company flight crew informed them of a tail pipe fire on their #1 engine during taxi for take off. Flight crew secured the engine and maintenance diagnosed the issue; which resulted in the aircraft removed from service.
Date: 201507
Local time of day: 1801-2400
Location: MDT.Airport, PA
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke; 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class D MDT
ATC / advisory: TRACON MDT
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness; Confusion; Communication Breakdown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airspace Structure; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was cruising VFR at an altitude of 2500 FT MSL to MDT. I contacted Harrisburg Approach prior to entering the TRSA for VFR advisories. Harrisburg gave me a transponder code and then verified radar contact. I was told to climb and maintain at or above 3500 FT to which I replied 'Unable due to not being able to maintain VFR.' The controller said to maintain VFR and remain at 2500 FT. As I proceeded on course; I saw that my present course would take me into the MDT Class D airspace but since I was talking to Harrisburg Approach; I assumed that two-way communication with Harrisburg would suffice for the Class D airspace. After reviewing the FAR/AIM; I realized that I should have altered course or asked Harrisburg to leave the frequency and contact MDT for clearance thru Class D airspace.




Synopsis: Pilot under flight following questions if he should have contacted a Tower for clearance through the Class Delta.
Date: 201808
Local time of day: 1201-1800
Location: IWA.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 60
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Flight plan: VFR
Mission: Passenger
Flight phase: Descent
Airspace: Class G E67
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: During descent from mountainous terrain; I descended too early and passed within less than 300 feet AGL of a ridge. This was an unintentional excursion during descent from mountainous terrain into the valley floor. I was leaving a 1000 foot AGL cruise to a planned 1500 foot cruise in lower terrain. During my descent I noticed my radar altimeter decreasing in altitude; I expected it to indicate approximately 300 to 400 feet passing the ridge; but I noticed it actually indicate a low of just above 200 prior to starting its climb back up to indicate approximately 2000 AGL. I never intended to be below 300; but the aicraft indications did show that I was below 300.




Synopsis: AS350 Pilot reported starting a descent too early and passing within less than 300 feet of a ridge.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were on final approach; when I dropped the gear; the left main indicator light did not come on. I radioed Tower that we had a problem and did a go around. The Tower verified the gear was down on the fly by; we recycled the gear at that point. On the second drop still no green light for the left main. I then went through the emergency gear drop procedure and still failed to get a green on the left gear. We had the Tower verify the gear were down a second time on approach and landed. The plane landed on all three gear; but the left gear collapsed on roll out.




Synopsis: The pilot of a PA-32 reported a main landing gear extension problem that resulted in a left main landing gear collapse during landing.
Date: 201507
Local time of day: 1201-1800
Location: GSO.Airport, NC
Flight conditions: VMC
Light: Daylight
Aircraft: BAe 125 Series 800
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: Wake Turbulence suspected: We were aware of the other aircraft by ATC & TCAS. Other aircraft was level at FL400 same direction approximately 12-17 miles ahead. Turbulence was bordering on moderate. No vertical acceleration was noticed.Aircraft change in attitude: Pitch: 3deg down Roll: 15-20deg Yaw: No significant changes. There was buffeting. No stick shaker. Autopilot was engaged but self-disconnected. No auto throttles were engaged




Synopsis: HS125-800XP FO reported encountering wake turbulence at FL400 from same direction/same altitude aircraft 12-17 miles ahead.