elihoole/asrs-aviation-reports huggingface dataset:
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Passenger
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 2;500 feet MSL in IMC conditions on departure; a very loud bang with a strong jolt occurred. The jolt felt like hitting a speed bump at a high speed. All engine readings were normal and no EICAS messages appeared. Flaps were in transit from 5 to 1 degrees when it occurred. We leveled off and assessed the situation. We had no idea what had happened. Flight Attendants informed us the jolt and bang was felt throughout the airplane. We [notified ATC of event urgency] and requested return. The Captain talked to the passengers and informed them we were returning. We executed the ILS and it was a normal approach until we selected flaps 30. At flaps 30 we got buffeting and unusual pitch problems. We returned the flaps to 25 and the aircraft stabilized. We landed; exited the runway and stopped on the high speed taxiway. We requested a complete inspection of the exterior and the engines by fire rescue. After a complete check; nothing was found; so we taxied to the gate. A passenger later informed us that he was sitting in Row 33 on the right side of the aircraft and saw a yellow flash followed by brown smoke. As a follow up note we had a diversion the previous leg due to weather and fuel. That along with this event; both the Captain and I decided it was in everyone's best interest that we remove ourselves from the last leg home.


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


Synopsis: B767 flight crew experiences a loud bang and strong jolt at 2;500 feet on departure. The engines appear normal but the crew elects to return to the departure airport. During approach when the flaps are selected to 30; buffeting and unusual pitch problems are noted and the flaps are returned to 25 for landing.
Date: 201302
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Aircraft: Hercules (C-130)/L100/382
Flight plan: IFR
Flight phase: Cruise
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Procedure

Narrative: I was working alone with the area combined at one sector on a late night shift. I noticed a flight plan on Aircraft X in my EDST list that was showing overdue. I pulled up the route on my RADAR display and it showed the aircraft was supposed to be abeam OBH. The routing for the aircraft was ZZZ..FLUTY..LEWIS..MLRS..PECO..LEWIS..ZZZ. The route showed that the flight was Northeast bound and would have progressed through Center X Sector 19. Since the aircraft wasn't visible on my display; I called the adjacent sector to inquire if he knew anything about the flight. He said he didn't know anything about it. I informed the OMIC of the lost aircraft. About 15-20 minutes later the OMIC advised me that the aircraft was in Center Y and that there was an error in the route that had routed the aircraft through Center Z. I then got a 'Remove Strip' (RS) on the aircraft. I have filed several Safety Reports previously on this same type of occurrence. The overdue coding on the EDST (URET) flight list is obviously inadequate in highlighting missing/overdue aircraft to a vast number of controllers and/or the action controllers take for these flights is inadequate. Flights show as overdue on the EDST and are unnoticed or the flight plans are casually deleted by controllers. The routes of these flights often send the flight plan through multiple centers and approach controls for many hundred miles and yet no one recognizes that the flights are missing/overdue. We are required to search for overdue/missing aircraft; and the delay in trying to locate these lost aircraft could have serious safety repercussions were they real flights that went missing. The EDST/URET coding for overdue aircraft needs to be changed to highlight overdue aircraft. The current color coding does not sufficiently call attention to overdue aircraft. I suggest the coding be changed to red. Also; controllers need to be more vigilant and aggressive in tracking down lost/overdue aircraft.




Synopsis: Enroute Controller voiced concern regarding the EDST/URET coding for overdue aircraft; noting the color coding should be changed to sufficiently alert controllers.
Date: 201405
Local time of day: 0601-1200
Location: ZLA.ARTCC, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLA
ATC / advisory: Center ZLA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Encountered severe turbulence approximately 50 NM east of BETHL at FL320 that caused loss of aircraft control for approximately five to ten seconds. At the time of the event; there were no reports of turbulence in the area. The aircraft started vibrating and then went into a violent wing roll to the right and then to the left.  The autopilot was disconnected and control of the aircraft was regained. When control was regained; the aircraft had lost about 600 feet of altitude. A severe turbulence encounter was reported to ATC. ATC asked us if we were 'declaring an emergency'; our response was no since we had recovered control of the aircraft. ATC informed us that there had been an 'altitude deviation' and that a report would be filed. I checked with the Flight Attendant who reported that everybody was okay and there were no injuries. The flight continued to landing without further events.




Synopsis: B737 Captain reports a severe turbulence encounter at FL320 resulting in a 600 foot altitude loss.
Date: 202110
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: G2 Heritage (Glasair II) / G3 Heritage (Glasair III)
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Other tailwheel
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff when retracting the gear; heard a pop or bang during retraction and saw three red. Pulled the hydraulic breakers. opened the hydraulic dump valve to attempt an emergency extension. Immediately noticed two green (main gear). Nose gear appeared up. Performed fly-by of tower to; tower reported nose gear was up. Circled south of field at ~2;000 feet AGL and attempted to get nose gear down. Hand pump was not effective. [I] attempted to shake gear loose with increased load factor; got nose gear door open; but did not get nose gear over-center. Requested priority handling; circled overhead for trucks to stage- plenty of fuel and no hurry. Shut down engine on short final (over the runway) and bumped the prop horizontal with starter. Successfully landed with main gear extended and nose gear in the well. No injuries of any kind. Problem appears to be caused by failed hydraulic line- Inadequately crimped fitting. Failed line is on right main gear actuator gear up pressure side. Line 'popped' off during initial retraction. All hydraulic fluid pumped overboard through newly open line. Secondary hand pump to extend gear does no good without fluid.




Synopsis: Pilot reported a hydraulic line failed on takeoff; causing the gear to remain up and locked. Pilot elected to make an air turn back and landed with the nose landing gear still up.
Date: 201408
Local time of day: 1201-1800
Location: ZFW.ARTCC, TX
Light: Daylight
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X direct TORNN intersection on DRLLR Star level at FL390. Aircraft X advises ATC they are leaving FL390 for FL240 without ATC clearance to do so. I immediately advised Aircraft X to descend and maintain FL370. Aircraft X then read back; 'descend and maintain FL370.' Pilot thought with the new STARS they could start descending whenever they needed too; to make their descent profile. Had it been busier or if aircraft had traffic below there could have been an unsafe situation.Brief pilots on proper procedures of new OAPM arrivals.




Synopsis: ZFW Controller reports of a pilot that thought they could descend on the STAR whenever they needed to.
Date: 201911
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
Airspace: Class B EWR
ATC / advisory: Ground EWR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Event / Encounter Other / Unknown; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While taxiing out of exit spot FE on the EWR Ramp; we were cleared to taxi RB to A. When we were leaving the ramp there was construction going on in the triangle between N; A and PA. Our attention was momentarily diverted to a convoy of dump trucks that drove out in front of us as we were leaving FE. I diverted too much attention to allowing space between my left wingtip and the dump truck while I was taxiing. Looking at the construction it seemed to impede what was taxiway A; I misidentified Taxiway A and the Terminal A entry into the [Company] ramp. Ground told us to stop and contact Ramp; which we did. Ramp told us to contact Ground which we did and they told us to continue a right turn on RA to a left turn on A which we did and the rest was uneventful. I am not sure of the signage for Taxiway A coming from the [Company] Ramp.Unusual taxi instruction from the normal flow; Taxiway A instead of B. Attention diverted to construction and truck while I should have slowed down or stopped to recalculate the route. Not triple checking the taxi chart. Stopping and reviewing a shared mental picture with my co-pilot. If construction trucks are a factor stop and let ground know. Don't allow preconceived taxi biases to cause a conflict. Don't let yourself get too hurried. For future flights from EWR it might be a good idea to let the crews know that A has enough taxi clearance for all aircraft. Visually from the [Company] Ramp it doesn't appear to be the case.




Synopsis: Air carrier Captain reported taxiway incursion due to distraction from taxiway construction area and associated vehicles.
Date: 201811
Local time of day: 1201-1800
Location: NTD.TRACON, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E NTD
ATC / advisory: TRACON NTD
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: [I was] on Flight Following with ATC Pt Mugu; [vicinity of FIM]; 6500ft; westbound. [I was] acting as PIC; with another pilot (student) in right seat. Received warning 'traffic at 1 o'clock; 6500 feet; heading northeast; type unknown'. As traffic was visible; and not on intersecting course; reply was made 'Traffic in sight; no factor'.Soon thereafter; the unknown traffic was observed to change course on a right turn; finishing turn on a direct intersection course with our aircraft; at the same altitude. The incoming aircraft had strobe lights active; so the intersecting course was very clear. Evasive action was taken with a standard rate turn to the right.The incoming aircraft was observed to initiate a left turn; thereby remaining on intersecting course. At this point I increased bank of turn; pulled power and initiated a steep descent. Incoming aircraft was now observed to be on a shallow descent; and very nearly intersecting our course despite evasive actions. It is my judgment that if I had not initiated a steep descent; collision was probable. Estimate that the incoming aircraft passed <500 feet behind; and +/- 200 feet of our altitude. GPS data onboard shows that we descended 300 feet in 15 seconds and altered course by 60deg.Incoming aircraft observed as probable to be a twin engine; low wing General Aviation type aircraft. Original course and altitude was resumed; and finally ATC was informed that traffic became a factor and evasive actions were taken.Contributing Factors:Both aircraft navigating over a TFR (Surface to 5500 feet).Due to TFR and recent high winds; minimal GA traffic expected to be operating in the airspaceIncoming aircraft was (I understand) not on Flight Following and not in contact with ATC.




Synopsis: C172 pilot reported a NMAC with another light aircraft in vicinity of FIM VOR.
Date: 201902
Local time of day: 0601-1200
Location: ZME.ARTCC, TN
Flight conditions: IMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: A300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Weather
Primary problem: Weather

Narrative: In cruise at FL370; [we] began to encounter moderate turbulence. Then encountered an area of severe turbulence and wind shear. Airspeed rapidly increased (not reaching zipper) then rapidly decreased approximately 15 knots into the hook. Full power was applied as the aircraft began to buffet. Aircraft entered an uncommanded descent as well. Autopilot was disconnected and full power applied. Nose down pitch was initiated in order to recover from the buffet condition. Aircraft was recovered normally with an altitude loss of approximately 500 feet.


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


Synopsis: A300 flight crew reported losing 500 feet in altitude and experienced large airspeed fluctuations during an encounter with severe turbulence at FL370.
Date: 202109
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Routine Inspection; Aircraft In Service At Gate; Pre-flight
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to boarding; the number 3 Flight Attendant stated she did not feel the aircraft smelled right; and at that time; I noticed a smell but nothing extreme until 10 min later when the odor got really intense. I contacted the Captain and told him something is wrong that we could not board due to the odor. The Captain contacted the Agent and then Maintenance was called. The fight attendants had to leave the aircraft cause the odor was so intense and eventually left the jetway and went to the boarding area since the odor was coming into the jetway bridge area.Maintenance stated that the aircraft had a history of this problem with the APU vent flap. I think many aircraft are being patched up instead of really fixing the issues. Unfortunately; it causes harm and injury to the flight crews and passengers. In this instance; the flight attendants were caused to be ill.




Synopsis: A319 Captain reported flight attendant notification of intense odor in cabin prior to boarding.
Date: 201506
Local time of day: 0001-0600
Location: PDX.Airport, OR
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C PDX; Class E P80
ATC / advisory: TRACON P80
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During descent on approach we were cleared direct to OMMSI. Called the airport and Approach cleared us for the visual. We started at 2;500 feet and when cleared for the visual; and 10 miles from RWY with flaps set at 1 and speed slowing through 195 KTS; started a 300 FPM descent; just prior to receiving case break on the LOC. At approximately 10 miles from the RWY; received a 'Terrain; Terrain' followed by 'Pull Up' GPWS warning.Initiated an immediate recovery for GPWS and warning stopped. Suspect that it might have been a false warning; but reacted as if it was legitimate. Warning ceased as soon as we climbed above 2;400 feet. Quickly discussed if we were comfortable continuing approach and continued for a normal approach and landing. Continued to a normal approach and landing on RWY 28R. After landing reviewed the ground track and our terrain and the only significant terrain that we MIGHT have been close to was a park with a maximum altitude of 1;155 feet. Not certain what the terrain floor might have been in the EGPWS terrain database; but feel that it was most likely as false warning; as the background display on the navigation display was not depicting ANY terrain (in green or yellow or red) within 8 miles of our position.




Synopsis: Air carrier flight crew while intercepting final approach course received 'TERRAIN' AND 'PULL UP' EGPWS warnings. They initiated an immediate recovery and the warnings ceased. They then continued their approach and landed. The Captain was not certain what the terrain floor might have been in the EGPWS terrain database and thought it most likely was a false warning.
Date: 201705
Local time of day: 1201-1800
Location: FLG.Airport, AZ
Flight conditions: IMC
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E P50
ATC / advisory: TRACON P50
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: We were cleared direct to FRISY the IAF to intercept the LOC to FLG. It was about a 030 heading. Our FMS showed that we were proceeding directly toward the fix. Shortly before the fix ATC asked if we were heading toward FRISY. We replied that we were. We were then told to turn right to a heading of 070 for vector to FRISY. We complied. We then were given a 170 (I am not 100% sure of the heading back to FRISY. We then were told to intercept the localizer. At some point in time the controller said that we had been correct in our original course to FRISY and that he had 2 overlays of the map.




Synopsis: CE560 Captain reported being cleared direct to FRISY then being issued a heading when ATC deemed the current heading to be incorrect. Later ATC issued a new vector to FRISY and advised that the original heading had been correct and that he erred due to two overlays on his scope.