elihoole/asrs-aviation-reports huggingface dataset:
Date: 201809
Local time of day: 1201-1800
Location: ISP.Airport, NY
Flight conditions: IMC
Weather elements / visibility: Turbulence; Windshear; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C ISP
ATC / advisory: TRACON N90
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: 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
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were on an IFR flight to ISP; being vectored for the RNAV 24 Approach. The approach was uneventful and we were in a smooth; overcast layer getting ready to turn onto the final approach segment at 2000 feet; near UKEGE about 5NM from ISP. Just as we were handed off to the Tower and cleared for the approach; we were swept up by a sudden windshear or turbulence event that rendered our [aircraft] almost uncontrollable; pushing us to a bank angle in excess of 70 degrees and an extreme nose up attitude. By the time I was able to recover; we had lost nearly 800 feet and had turned through about 150 degrees. As I recovered back to straight and level flight; I turned to get reestablished on the inbound final course. At this point; we experienced a second; but less severe; episode about a mile from the original event. The altitude drop put us in visual conditions; and since I'm very familiar with ISP (I did most of my flight training there) and had the runway in sight; I opted to complete the approach from that location. We were below the glideslope; but in visual conditions; and I was concerned about the risk of climbing back into the unknown conditions above us. Thankfully; we made an uneventful landing and the aircraft wasn't damaged.There was no advance notice of this turbulence. Before being vectored for our approach; we were flying at 3000 feet; roughly the top of the overcast layer. We saw a [solid] overcast layer with occasional breaks - no big cumulonimbus; no ominous dark clouds; no lightning; no precipitation; nothing on the NEXRAD image in the airplane (we have XM weather); and apparently nothing on ATC's radar. Even as we approached; conditions seemed fairly benign - the air in the vicinity was smooth as well...then without warning; we are nearly inverted.If this had happened a few miles closer to the airport; there might not have been adequate altitude to recover; and we'd be an NTSB statistic. There needs to be a technological way that these dangerous conditions can be detected.




Synopsis: GA pilot reported temporarily losing control of aircraft in turbulence while executing approach into airport.
Date: 201207
Local time of day: 1201-1800
Location: ZLC.ARTCC, UT
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Icing; Turbulence
Light: Daylight
Aircraft: Turbo Commander 690 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: While in cruise at FL240; Radar showed a line of precipitation as scattered.  Center did not report any significant weather ahead. The flight had included route deviations for thunderstorms here and there.  We entered clouds at FL240 and in about 30 seconds sustained significant altitude changes and airspeed fluctuations.  I also temporarily lost radio communications with Center.  I made a 180 degree heading change and descended to FL210.  The aircraft had accumulated approximately 1/4 inch of ice.  I was able to re-contact  Center who provided vectors and altitudes.  It is my belief that we entered an embedded;  rapidly developing thunderstorm that was not painted on our radar and not shown on the weather radar.  I took necessary actions to protect the crew and aircraft.




Synopsis: AC690 Captain reports entering a developing thunderstorm while IMC at FL240 with no indications on Radar or Nexrad.  ATC communications are lost at the same time and the reporter elects to turn 180 degrees and descend to FL210.
Date: 201905
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: SR20
Operator: Other Flight School
Operating under: Part 91
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Cylinder Head
Component problem: Malfunctioning
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi; In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Right after takeoff on Runway XC; ATC instructed us to turn 110 degrees HDG. At 400ft we turned to 110 HDG and started to feel an abnormal shake in the engine. Crew started noticing an abnormal rise in cylinder 6 CHT (Cylinder Head Temperature) Instructor asked for an immediate turn back to the airport. Took an immediate action of lowering the nose down and establishing 110 knots. CHT kept rising and reached the red limit and crew heard a pop in the engine and the shaking started to increase. Instructor took control and asked tower to land on XXL. I decreased the power to idle and started a descent to land on Runway XXL. I added full flaps to increase the descent rate and drag because we were little high; made an emergency descent to the runway. Got in ground effect kept floating because we were a little fast; we touched down halfway down the runway. We ended up passing the displaced threshold and we got on Runway XY-XZ. Made a complete stop turned southbound. I shut down the engine and waited for airport vehicles.




Synopsis: SR20 instructor reported an engine abnormality shortly after takeoff.
Date: 201501
Local time of day: 1201-1800
Location: WHP.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class D WHP
ATC / advisory: Tower WHP
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on short final for Rwy 30; winds reported ~ 7-8 knots from 280. I was slightly high on glide path; slightly to the right of centerline. A black drone came flying on a reciprocal track; just below me and slightly to my left. The drone was black; with a small light on the front. Because of the high closing speed and low-vis of the drone; it was past me (headed toward BUR class C airspace!) before I could take any action or even decide whether any was needed. I reported the near-miss to WHP Tower and do not know what if any action was taken by TWR. Airport was busy and one controller handling both ground and air traffic. I believe that if I'd been exactly on glideslope and exactly on centerline a midair would have been likely. The midair was prevented by my being slightly above glidepath and slightly right (in the process of correcting to centerline). No comments on prevention. No ability to avoid; target was too small and low-visibility. As to hitting a drone; being slightly high on final (rather than the common practice of 'dragging it in') means that if a collision made me deadstick I could still easily make the runway. I would also comment that I 'fly the plane'; it is more important to make the landing… midair or near-miss… than to get distracted trying to tell the tower the details of what happened. I believe that I would have been okay even if a drone midair killed the engine. I will say I am aghast at the selfishness and stupidity of flying a drone not only in airport space; but the 'wrong way' on final.




Synopsis: PA28 pilot on short final to Runway 30 at WHP experienced a NMAC with a drone flying in the opposite direction.
Date: 201409
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel Tank
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [During climbout]; a fuel leak from the left wing was discovered visually. Confirmed by the fuel level continually decreasing in the suspected tank. Complied with procedures in Aircraft Operations Manual; and diverted. CFR was requested upon landing. Flight attendant was notified of the TEST procedures in accordance with Flight Manual and a full stop landing was made. CFR performed a visual inspection of the aircraft ensuring no need for an evacuation. A standard taxi was conducted to the gate and passengers were de-planed and escorted into the terminal. An logbook explaining the airborne fuel leak and overweight landing was conducted due to the emergency landing.


Second narrative: A fuel leak from the left wing tank was visually discovered while airborne and confirmed as the fuel level in the left wing tank was decreasing. Procedures in accordance with Aircraft Operating Manual were followed and [assistance] with ATC and CFR was requested upon landing. The flight attendant was notified of the TEST procedures in accordance with Flight Manual and a full stop landing was made to the diversion airport without further incident. Upon landing safely and coming to a full stop; CFR performed a visual inspection of the aircraft. After CFR performed a visual inspection of the aircraft; it was determined that a standard taxi to the gate could be made safely. Passengers were deplaned safely and escorted into the terminal. An entry was added to the logbook explaining the airborne fuel leak and that an overweight landing was made due to the nature of the emergency landing. It was later determined by Maintenance that a fuel tank flapper valve failed in the open position.


Synopsis: EMB-145 flight crew discovers a fuel leak from the left wing tank while airborne. The flight diverts to a suitable airport for an overweight landing.
Date: 201910
Local time of day: 0601-1200
Location: MIA.Airport, FL
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B MIA
ATC / advisory: Tower MIA
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Right at liftoff ATC supervisor frantically asked an aircraft if it had entered Class B airspace. My attention was distracted and not knowing where this aircraft was. There was much discussion on frequency at liftoff. We departed and turned on our assigned heading; as we accelerated for cleanup we both noticed and mentioned the slight 'rumbling' and vibration. At flap retraction and conducting the after takeoff checklist we realized the gear was not retracted; so we retracted the gear; we both read approximately 220-230 kts. We proceeded normally after that. We did not feel we exceeded any limitations. Unfortunately we were distracted at a critical time of gear retraction. Stay focused on the task at hand regardless of any outside distractions.




Synopsis: B737-800 flight crew reported they did not retract gear after takeoff.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: Pilot Not Flying; Check Pilot
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Automation Aircraft TA; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On final at 3;000 feet MSL we were given a heading off the approach to 180 degrees. While on this heading we heard ATC instruct [another Company aircraft] to make an immediate heading change. Looking at my TCAS I saw an incoming aircraft at the same altitude rapidly closing on our aircraft at the 11:00 o'clock position. I looked to my left and saw the aircraft coming at us at a close range. We also got a TA at the same time. I disconnected the autopilot and made a hard right turn to avoid it while simultaneously ATC instructed us to make an immediate right turn to 270 to avoid it. Afterward we were vectored back onto the approach and made an uneventful landing.There seemed to be some communication problem with ATC and the other aircraft involved.


Second narrative: After the flight I called the TRACON supervisor to ask; from his perspective; what he saw. He said the controller transposed flight numbers when vectoring traffic other than us. Our aircraft was put in a situation where immediate attention and action was necessary to avoid a potentially worse outcome. Honestly; I believe we did everything right.


Synopsis: B767 flight crew reported an airborne conflict on approach when the Controller issued a clearance to an aircraft with a similar call sign.
Date: 201807
Local time of day: 1201-1800
Location: LIMM.ARTCC, FO
Flight conditions: VMC
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center LIMM
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Environment - Non Weather Related; ATC Equipment / Nav Facility / Buildings
Primary problem: Environment - Non Weather Related

Narrative: Enroute; at 34000 feet flying up the Italian peninsula in Italian airspace we were having great difficulty hearing center because of background noise. As Pilot Flying; I was helping the Pilot Monitoring by inserting new frequencies. There was much chatter on guard frequency. Guard frequency was so distracting both pilots were turning off the receiver for guard to better hear Center. All of us discussed the communication threat we were experiencing. I took a 10-minute break. The fourth pilot was in my seat and the First Officer remained working the radios. When I returned and was getting briefed; I noted what I first thought were balloons; then drones or possibly UAV's. They did not appear on TCAS. They came from below and passed below our left wing. While considering what this was; the Pilot monitoring realized the guard frequency had not been regained contact with ATC. They said we had been intercepted.After we regained contact; the two objects I had seen before were now off our left wing; and they peeled off in descending turns away from the aircraft. It is difficult to estimate how distant they were. We had no ACARS message or SATCOM call alerting us to our loss of communication. I estimate our loss of communication was about 10 minutes. No aircraft used ICAO procedures for intercept. It is possible the targets I saw were fighters who were observing our flight. ATC radio was difficult to hear and congestion on 121.5 caused both pilots to silence 121.5 to hear center. I suggest expand the use of CPDLC (Controller Pilot DataLink Communication).




Synopsis: A330 Captain reported they lost communication with ATC and did not realize it until they observed unidentifiable traffic near their aircraft.
Date: 201203
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: B747-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out we experienced two loud and hard compressor stalls on the #2 engine. The preflight; taxi and takeoff were all normal. Passing through FL220 we experienced the first compressor stall; it sounded and felt like something had fallen in the main cargo deck; but we knew the cargo holds were empty. As we passed through FL250 we experienced the second compressor stall; this one was much louder and harder. On this second compressor stall; we were paying close attention to the EIDS [Engine Instruments Display System] and noticed corresponding spikes in both N1 and EGT for the #2 engine. As this had been the main cause for the original maintenance delay; we were quite sure that the problem still existed. We contacted ATC and requested to stop our climb at FL260. We followed the check list and discovered that the engine was no longer compressor stalling at a lower power setting (i.e.; a recoverable stall) and then contacted Maintenance Control who asked that we return to our departure airport for further engine evaluation. I advised Dispatch we would be returning and then relayed our request to ATC. The descent; approach; landing and taxi in were all normal. Then engine performed normally through all of the last phases of flight although we never needed to use more than cruise/descent power. All normal and abnormal checklists were followed throughout the flight and for our uneventful return. While we had NOT declared an emergency with ATC they did have the equipment standing by for our landing but; after our normal landing and roll out; they returned to the station.




Synopsis: A B747-200 flight crew; after collaboration with Maintenance Control and Dispatch; elected to return to their departure airport after experiencing two 'loud and hard' compressor stalls on the number two engine during climb out.
Date: 202004
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Procedure

Narrative: About 15 minutes before departure flight went nose heavy.  I blocked rows 7 and 8 and told the Zone Controller about it.  Zone Controller told me he would tell the gate agents to move passengers from 7 and 8.  When the flight was finalized it went nose heavy again.  Passengers were physically moved by agents; but not in the computer.  The aircraft was showing OUT so I sent my nose heavy message to the Captain telling him to block rows 7 and 8.  His reply to me was I moved passengers out of First Class can we go now?  I said; Negative; I need to know how many passengers you moved and where did you seat them.  By this time about 35 minutes have passed and he is at the end of the runway waiting.  So now the agents are working on another report to reflect the correct passenger count.  But there count won't be correct because they don't know the Captain moved people out of First Class.  After all of this the gate agents re-finalized with a count of XX and YY passengers.   Dispatch sends a message to the Captain telling him to move the passengers back to First Class and the new weights are coming.  I sent the new weights.  Right after I hit the send button the Dispatcher calls and says the Captain isn't moving the passengers back to First Class due to the new COVID seating guidelines. So I invalidated the weights again.  I asked the Captain to now send me a report of where everyone was seated.  I didn't get a response for a while until he showed airborne.  Then he sent me a message stating; 'Too many distractions and threats.  We are airborne.' So now we have a flight in the air without correct weights.




Synopsis: Ground employee reported a flight departed with incorrect weight and balance numbers. Reporter cited COVID-19 guidelines and social distancing issues as contributing to the event.