elihoole/asrs-aviation-reports huggingface dataset:
Date: 201208
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Enroute
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
When detected: In-flight
Result: General Declared Emergency
Contributing factors: Procedure; Aircraft; Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: I relieved the RADAR Controller at Sector XX prior to incident. While working the sector; a B757 called and we had to locate him as he had been handed of to another sector. The B757 called a couple more times but was almost unreadable. The B757 declared an emergency [while] we were on the line with Sector YY to coordinate the emergency status. The Sector YY Controller was busy and it took us approximately 10 to 15 seconds to coordinate with him. I changed the range on my scope to depict the B757 at which time the B757 said he was starting his descent and the [Sector] XX Controller was talking to Sector YY so I (comm) changed the B757 to Sector YY. Better radios would make a big difference.


Second narrative: I was working Sector (XX) D-Side when the B757 called on frequency requesting a descent. There was no track in our airspace for the aircraft so I searched using URET and found that the aircraft was under the next sector's control. As I was doing this; the pilot declared an emergency and advised us that he was descending. I immediately called Sector YY RADAR Controller and said 'break for control' a couple of times. I got his attention and informed him that the B757 was an emergency and was descending. During this; the RADAR Controller switched the aircraft to the appropriate frequency. Apparently the aircraft had transitioned through the sector before both the RADAR Controller and I had sat down.


Synopsis: Enroute Controller described an emergency event involving confusion with regard to the aircraft's position and sector responsibility.
Date: 201905
Location: ZZZ.ARTCC, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; General Maintenance Action
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: While flying at FL360 approximately 45 minutes into the flight; the #1 Flight Attendant notified me that they were smelling some kind of electrical/plastic odor in the main cabin aft of first class and extending back to the window exits. FO was sent back to investigate possible cause and returned to confirm that he smelled it but could not determine the source. Smoke; Fumes and Odor checklist was run; and the decision was made to [notify ATC] and divert to ZZZ; which was about twenty minutes away. An uneventful landing was made; though slightly overweight; and fire personnel looked over the aircraft and said that they saw no smoke or anything out of the ordinary. Aircraft was taxied to the gate and passengers deplaned.


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


Synopsis: B737-800 flight crew reported burning electrical odor in passenger cabin; resulting in an uneventful divert.
Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Magneto/Distributor
Component problem: Improperly Operated; Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Inflight Shutdown; General Declared Emergency; General Maintenance Action
Contributing factors: Company Policy; Procedure
Primary problem: Procedure

Narrative: I was on a training flight and my student and we had an engine failure during initial climb after takeoff. We had just taken off. After 500 FT my student; who was flying at the time; brought the throttles and prop levers to 25' Manifold pressure and 2500 RPM as per take-off procedure. When we got to 700 FT and started our turnout westbound; we had a large drop in performance and I noticed the RPM dropped to 1400 RPM. At this time; I took controls of the aircraft and followed engine failure procedure as per the checklist. I feathered the inoperative engine and let the Tower know of my intentions to come back in and land at the airport. The Tower gave me the closest runway and cleared me to land. I was unable to completely shutdown the engine thus the propeller was still windmilling during touchdown. After touchdown the propeller stopped windmilling and I was able to evacuate the runway onto the taxiway; from where; we were towed back to the ramp. After opening the engine nacelle; we notice that the magneto in the left engine was completely off its place from the screws on which it should be attached. Not wanting to make any assumptions; I would recommend a thorough check on the aircraft after maintenance works on it as it had just come from a being checked for a mag drop during run-up and they cleaned the spark plugs. I would also recommend there be a Supervisor to check and ensure that the aircraft parts repaired have been done well and is in proper working operation prior to being returned to service.




Synopsis: A BE-76 engine lost power after takeoff so the Instructor took control; shut the engine down and returned to the airport. A Mechanic had failed to secure the magneto after preflight maintenance.
Date: 202001
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Attendant; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While awaiting takeoff on Aircraft X; we smelled a strong sulfur smell. The flight attendants called to report that they were smelling the same and that passengers were also smelling the smell. We decided to return to the gate; as the smell was constant and increasing. When it was safe to do so; I accomplished the Cabin Odor QRH; at the Captain's request. We were able to return to the gate and deplane the passengers safely. Once that was accomplished; we completed the required paperwork as instructed by the QRH. We also coordinated with Maintenance; Dispatch; Operations; and the Duty Pilot.




Synopsis: ERJ-190 First Officer reported a fume event occurred while awaiting takeoff clearance resulting in a ground gate return.
Date: 202201
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Other / Unknown; Distraction
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy; Airport
Primary problem: Airport

Narrative: XX Gate in ZZZ needs to be redesigned or converted to a dedicated RJ Gate; due to shorter wingspan. On taxi in traffic on the access road would not stop to allow us to enter the alley. The ground traffic continued to pull up to the traditional stop bars. They had no way of knowing they needed to use the alternate ones adjacent to the Gate. Further at night that traffic blinds you with their headlights making it impossible to see the guide men. Lastly during push back traffic on the access road was driving around our aircraft. This put them dangerously close to our ground personnel and aircraft. Basically our wings were far over the road. Traffic approaching behind the aircraft merely side stepped and zipped past us. One vehicle drove past our guide person by less than 5? I was concerned that he was going to be hit. That road is unacceptably dangerous. Reserve that gate for smaller aircraft. Educate all people with driving access to not drive around aircraft while parking there.




Synopsis: Large Transport Captain reported parking at a gate with large aircraft is dangerous due to their wings extending over the vehicle access roads and vehicles driving too close to aircraft while parking.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Cooling Fan; any cooling fan
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition

Narrative: Extract Fan failure in cruise at 36;000 feet.  Audible fan rotation and wind-down as the bearing seized followed immediately by perceptible smoke odor; Extract Fan ECAM and Extract Fan Switch 'Fault' illuminated.  Donned Masks and accomplished Emergency Descent.  Blue action step directed Extract Switch--OVRD.  Accomplished Avionics Smoke QRH for perceptible smoke.  Smoke dissipated quickly.  Flew normal approach and landing (not over-weight) at nearest suitable airport.  Aircraft deemed safe by Fire Department and taxied to the gate.


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


Synopsis: An A-320 experienced an Extract Fan failure in cruise. The crew completed the Avionics Smoke QRH checklist and landed at the nearest suitable airport.
Date: 201508
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Super King Air 200
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The flight was departing on an IFR flight plan; the weather was VFR. On initial climb out the left torque meter was showing a lower torque than the right side. I advised Departure of the impending issue and elected to return. I applied more power to the left engine and the torque came up and then decreased; and then the gauge displayed a significant loss of torque. With some asymmetric thrust occurring at the same time; I decided to feather the propeller and returned for a successful no-event landing.




Synopsis: The BE20 pilot returned to his departure airport after the left engine torque indication decreased and asymmetric thrust increased. He landed uneventfully with the engine feathered.
Date: 201503
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Not one part of this pushback from this station's personnel followed SOP - not the verbiage; not the hand signals; nothing.  The most egregious was that I never got the arms at 45 degree signal (aircraft is clear/ready for next) from the marshaller.  All he did was give a salute-like gesture then he walked away.  I tried to call Ops to get someone out there who actually knew what they were doing; but; or course; no one would answer the radio.  This seems to be the case more and more as we outsource our stations.  I'm not sure if is a lack of training; lack of ability; or lack of caring; but these outsourced stations rarely follow SOP and are a huge safety risk.




Synopsis: An A320 Captain noted that as station operations are outsourced; adherence to ramp SOP is lacking. At this Station; the pushback verbiage and hand signal were not employed.
Date: 201506
Local time of day: 1201-1800
Location: CDW.Tower, NJ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D CDW
ATC / advisory: TRACON N90; Tower CDW
Second aircraft: Mooney Aircraft Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine
Anomaly: Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: IFR trip to CDW (Essex Co; NJ) airport. New York Approach gave us many vectors down to 3;000' for arrival to CDW. Last vector was to a visual approach straight in to RWY 4. About 5 miles out and at 2;000 feet MSL were told to contact Tower. Tower cleared us to land then shortly told us to 'Pull up Pull Up'. Added power and pulled up; retracted flaps and gear. Tower told us to contact New York Approach. We did and they told us to maintain 3;000 feet; turn left; and began vectoring us southbound for another visual approach. All was normal after that and we made a normal visual; contacted Tower and were cleared to land. Made normal landing. At FBO we met the pilot of a Mooney who said he was the traffic we pulled up over. He said he looked up and saw our belly go over him about 100' above. So he said. He was on final ahead of us. We never saw him. We were a little high on glide path and slow so we couldn't see him. He said Tower called a base to intercept final. It was too close and Tower saw that and called us to pull up. Good call there.




Synopsis: After being cleared to land; a Citation Captain is told to pull up and go around. After landing the Captain is informed that a Mooney had also been cleared for a visual approach and was directly below the Citation.
Date: 201408
Local time of day: 0001-0600
Location: ZOA.ARTCC, CA
Light: Night
Aircraft: Military Transport
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZOA
ATC / advisory: Center ZOA
Reporter organization: Government
Reporter function: Enroute; Oceanic
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness; Workload
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working OC3 and received a message in the Error Queue regarding Aircraft X en route from SCEL (Santiago; Chile) to KRIV. The aircraft was attempting CPDLC log on to KZAK without success and made an HF position report through [Commercial Radio.] Aircraft X was estimating 28N120W at XX00Z then direct FICKY. There was no flight plan in the system and I called ZLA under direction from the supervisor and inquired if they had any information on the aircraft. ZLA did not have information on the aircraft and I hung up. I placed a range bearing line between the two fixes and it skirted OC3 airspace. I did not receive a transfer from Mazatlan Center and Aircraft X was flying in uncontrolled airspace. The supervisor found a flight plan in the ACER and stated he was flying up the coast through uncontrolled airspace. At that point; I deleted the messages and took no further action.A) I recommend that aircraft do not fly though uncontrolled airspace.B) I should have called [Commercial Radio] to confirm this aircraft's route of flight.C) I should have called ZLA back and forwarded pertinent information (call sign; fix; time; altitude) and had them block the airspace until Aircraft X was radar identified.




Synopsis: ZOA Oceanic Controller describes situation where he knows there should be an aircraft; attempts to track down the aircraft through another Center. The other Center knows nothing about the aircraft. The Oceanic Supervisor finds the aircraft; and the controller does not advise the other Center of the aircrafts position.
Date: 202112
Local time of day: 0001-0600
Flight conditions: VMC
Aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Observer
Reporter qualification: Flight Crew Private
Anomaly: No Specific Anomaly Occurred All Types
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Unidentified flying object observed from [the] ground with very sporadic flight pattern. Flashing beacon South of [the shore] estimated altitude 3;000-4;000 ft MSL. Object has disappeared twice and reappeared. Flight pattern [is] too erratic and beyond capabilities of traditional aircraft. Beacon was flashing white. No red/green position lights.




Synopsis: An observer reported seeing an object with a flashing beacon flying between 3;000 and 4;000 feet.
Date: 201907
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Chart Or Publication; Company Policy; Incorrect / Not Installed / Unavailable Part; Manuals; Human Factors
Primary problem: Company Policy

Narrative: Normal day; at cruise; I was looking up approach charts on our new electronic flight book. Already had entered the flight plan and it accepted route and trip using ZZZ1. When I pressed approach icon to obtain approach plates; it said 'no charts exist for ZZZ1.' I dug out the onboard Jepps approach paper manuals and there was no ZZZ1 charts in the Jepps. I checked the first book to see if Dispatch did the updates and find out the last update was January 2019! Our EFB (Electronic Flight Bag) program is new and paper Jepps must be on board and updated during the 6 month testing period. My FO (First Officer) did not even have an EFB given to him yet and should have had it given to him upon completion of initial training 2 months earlier. Many of our pilots do not have it and in my opinion; making the test period invalid. It has been pointed out to [the airline company]. The airline is also aware paper Jepps need to be up to date.....not some 7 months OUT of date! I called [Commercial Radio]; got a phone patch with Dispatch to find the approach plate and verbally transmit the data so we did not look stupid upon arrival. They were not happy about this but my only other option was to return to the origin for paper copies of charts that should have been in the Dispatch Release. We have done this for several months! I just had forgotten to check that as I had not been doing this particular trip in a while. One hell of a time to remember/forget that. We landed in visual conditions with an improvised 'approach plate' and departed back to ZZZ with no issues. I did get a DOD (Department of Defense) flip chart at base ops for return trip. As a 'reference' I did put ZZZ1 approaches as a picture in my EFB picture section as well. I am worried this will happen again and told Chief Pilot of the situation.




Synopsis: Air carrier Captain reported not having proper charts for navigation.