elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
ATC / advisory: Ground ATL
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Human-Machine Interface
Second reporter function: First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Flight Crew; Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors; Equipment / Tooling; Aircraft
Primary problem: Equipment / Tooling

Narrative: After clearing RWY 28 on landing rollout; we were cleared via standard taxi route (STR) GREEN 7 to hold short of RWY 27L for further clearance. I was unable to correctly retrieve the STR on my iPad navigation chart to verify the clearance the First Officer (F/O) copied. I continued the taxi per the F/O's instruction and ultimately made a left turn onto Taxiway R to hold short of RWY 27L at Taxiway R3. The STR actually required a right turn onto Taxiway R to hold short of RWY 27L at taxiway R7. The ATL Controller advised us that it would be OK to continue to R3 and hold short of RWY 27L. The real problem was that I was unable to get my iPad navigation page to leave the airport diagram (10-9) to view the Standard Taxi Route to verify the routing the First Officer provided me.I need to anticipate the STR we are most likely to receive; and view it prior to landing. Additionally; gaining more familiarity with the iPad Navigation Program and enhanced ability to rapidly change pages more easily would have helped in this situation.


Second narrative: I pulled it up on the EFB and we turned left onto SC. I expanded the verbiage so I could find the Tower Frequency for 27L. In doing so the left hand column was not visible. We were monitoring the correct frequency; however; I read the instructions for the top block which was actually for the GREEN 3. We became aware of my mistake when Tower asked us where we were going. I shrank the EFB display back to where I could read the route designations and directions and realized my mistake.


Synopsis: After landing on Runway 28 at ATL a B737NG was cleared to taxi via STR (Standard Taxi Route) Green Seven. Utilizing an expanded view on the iPad EFB to better read it; the First Officer directed the Captain to taxi instead via Green Three as the identifying script for each STR was no longer displayed. The Captain advised it was too difficult for him to access given his limited exposure to the medium and was; thus; relying on the First Officer's directions.
Date: 201809
Local time of day: 0001-0600
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: Descending for the RNAV approach on a 90 degree base 5 miles from the final approach fix descending to 2300 feet. Around 2500 feet the terrain warning sounds while in IMC conditions so we execute a terrain escape maneuver and climb out to 4000 feet. I informed ATC what we were doing and he informed us there was no terrain in that area. He then vectored us back around to the approach course and we landed. The terrain message sounded again at 2300 feet coming back around again but we knew this one was erroneous by talking to ATC and we were level about to intercept final approach course. The GPWS was then deferred once we got on the ground. Comply with the warning first and fly the airplane. There is plenty of time to figure out if it is an incorrect warning once clear of the occurrence.




Synopsis: CRJ Captain reported that a false terrain warning sounded during descent.
Date: 201706
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Aileron Control System
Component problem: Failed
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: Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out above 10000 ft and accelerating right wing began oscillating and shaking the aircraft dramatically above 280 knots. We [contacted ATC] and said we would like to return to the airport of departure. Upon slowing the aircraft below 250 knots the oscillation stopped. We burned 2000 lbs of fuel to get to landing weight and landed uneventfully. Right aileron servo had failed.




Synopsis: A320 Captain reported a failure of an aileron servo led to right wing oscillations above 280 knots.
Date: 202011
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Aircraft component: Main Gear
Component problem: Failed; Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: When I started the flight I had a normal taxi and run-up nothing seemed to be out of place. I experienced a normal takeoff with no abnormalities. Once at altitude my student pointed out the fact that [the] flap had become dented during some phase of flight. At this point I decided to stop the flight and head back to ZZZ. Because the flap was dented I decided that I would take the controls and do a flapless landing. When I started to land I put the weight of the aircraft on the main wheels and noticed that the left main wheel was now missing as the left wing started to keep getting lower and lower. I then decided to cut the mixture and come to a complete stop on the runway and wait for assistance. What I think happened is the one of the bolts that hold in the landing gear came loose and on takeoff came undone and took the rest of the landing gear with it. On preflight I did not see anything out of place as well as on taxi and run-up. When we got out the aircraft like I thought there was no landing gear and I made the right call to cut the mixture on the runway. All things considered I think I did the best I could have for the situation; which is minimum damage to the aircraft and no one was hurt.




Synopsis: PA-28 instructor pilot reported the left main gear departed the aircraft at some point; and a landing was made with it missing.
Date: 201407
Local time of day: 1201-1800
Location: OAK.Airport, CA
Light: Daylight
Aircraft: Falcon 2000
Flight plan: IFR
Flight phase: Initial Climb
Airspace: Class B SFO
ATC / advisory: Tower OAK
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion; Communication Breakdown
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Separated Traffic
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Procedure

Narrative: I cleared a Falcon 2000 (DA2000) for takeoff and observed an opposite direction inbound jet that had been maneuvering through final and circling; turning final about 13 mile final. Both were IFR and I was not in communication with the jet on final. I switched the DA2000 to NCT so they could turn them and then checked with NCT to ensure they had contact with the departure; and they did. I then observed the inbound jet turning north (about perpendicular to the inbound) approximately 5 miles from the inbound traffic. There was a VIP TFR in place forcing departures to depart opposite direction to avoid the TFR; and had been several arrivals that the departure had to wait for. I think the approval Controller did not wait for the departure to get airborne after they gave me the IFR release and I cleared the departure. I think they were rushed and that having them tour the tower could help them to see how the flow of traffic is at the Tower. The area working this departure normally does not work departures from Oakland.




Synopsis: OAK Tower Controller reports of an opposite direction arrival that gets close to his departure. The sector is one that usually does not work departures in this configuration.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; 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 Landed As Precaution; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had begun our descent into ZZZ. Was 5 1/2 hour flight from ZZZ1. I was the A Flight Attendant. I noticed a smell in the forward galley. It was slight when I first noticed it. I am new to flying on the Airbus and there are many new sounds; etc.; that are unfamiliar to me. So in my mind I think originally it was just a unique smell to the Airbus. However; once we passed 18;000 and pilots made arrival notice to prepare cabin; the smell began to get stronger and I began to have [a] headache. At 10;000 chime I was called by pilots and asked if I could smell odor in cabin; as they could smell in flight deck; and the smell was stronger. I told them that yes I could smell odor and tried to describe. They said to get crew secured and that we would be on ground in 5 minutes. The B and C were mid cabin doing final cleanup. I walked to mid cabin and could still smell the odor; but not as strong as in forward galley. Told my B and C to get seated and informed them what pilots had stated and asked if they could smell odor; and she said yes. We all took our jump seats. As we were landing; sitting in jump seat in forward galley; I tried to see where smell [was] coming from; like air vent; etc.; but I could not diagnose. Once on the ground and deplaned; crew all debriefed with pilots of the event and what we all smelled; etc. At this point I now had tighter chest and lungs and felt unstable a bit; but I did not get sick. No passengers made any comment to me regarding smell during [deplaning]. Continue to research what is causing these events to happen on the Airbus.




Synopsis: A320 Flight Attendant reported strong odor in cabin and experienced health issues.
Date: 201603
Local time of day: 0001-0600
Location: FCH.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class E FAT
ATC / advisory: TRACON FAT
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Distraction; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
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 flying the 18 DME arc segment of the VOR/DME-C approach to KFCH; between BLEAR and IKOGY. While flying at 2000 AGL; at approximately the 195 radial; TRACON called VFR traffic not in communication with approach; opposite direction at 2500 AGL. I reported visual contact and the other aircraft (another Beechcraft) passed 500 feet overhead. A short time later; TRACON reported the traffic had reversed direction to follow me. I checked and verified traffic at my 5 o'clock position. TRACON called for a turn to the north; by which time the traffic had passed toward my 7 o'clock position. I regained visual contact with the traffic and saw it moving toward my 9 o'clock position; approximately 150 feet laterally to my left and 100 feet above my altitude. I replied that I would be deviating from the route and assigned altitude as required to maintain separation. The other aircraft basically flew in formation at my 9 o'clock position maintaining 150 feet lateral and 100 feet vertical separation for 15-30 seconds; followed by a pitch up and right turn to cross over my aircraft.By this time; I was flying through the final approach course and TRACON asked for my intentions; offering a clearance or vectors as desired. I requested and was cleared for the approach with the intent of a missed approach to the hold. The conflict situation was a significant distraction; and the controller and I did not coordinate an altitude for the missed approach hold prior to executing the missed - however; we coordinated on the go for 3000 AGL.Two things stand out. First; attempting formation flight without prior coordination or communication was an unprofessional act on the part of the other pilot. Second; the best course of action on my part would have been vectors to a new approach.




Synopsis: The pilot of a single engine Beechcraft reported a near-mid-air-collision while on an instrument approach near FCH; with another single engine Beechcraft that maneuvered nearby without coordination.
Date: 201507
Local time of day: 1201-1800
Location: BFI.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 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 BFI
ATC / advisory: Tower BFI
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Exited Penetrated Airspace
Contributing factors: Procedure; Chart Or Publication; Airspace Structure; Human Factors
Primary problem: Chart Or Publication

Narrative: I checked NOTAMs and TFRs prior to takeoff. Enroute I requested permission from Boeing Tower to conduct a pass through Elliot Bay near downtown Seattle going from West to East until half a mile off the waterfront then turn Northwest out to West-point at 500 FT. I was told approved as requested and conducted those maneuvers. Upon reporting clear to the Northwest Boeing Tower informed me that I was clear of the TFR and to switch VFR; frequency change approved.  None of my preflight efforts at due diligence resulted in me being aware of a TFR in the area; and frankly I'm not sure if there is anything I could do to make myself aware of every major sporting event aside from becoming a sports fanatic. I'm not sure if I'm in trouble or if these TFRs are just a means to prosecute obnoxious pilots who are trying to interfere with the event. I've read the FAA circular on Sporting TFRs and am aware of the concept; but if it is important enough to make a TFR it should be important enough to post on NOTAMs and TFR websites. Only after the fact on my Northbound departure tuning up PAE's ATIS that mention was made of the TFR.




Synopsis: Small aircraft pilot inadvertently entered a sporting event TFR; near BFI;  even though he was working with ATC and had previously checked the NOTAMs.
Date: 202106
Local time of day: 0601-1200
Location: FAI.TRACON, AK
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was PIC on a Part 91 flight departing Fairbanks. I informed the Ground Controller on initial call up that my requested outbound heading was 232. When I received my takeoff clearance for [Runway] 2L the Tower Controller instructed me to fly runway heading. When he passed me off to Departure Control the Departure Controller instructed me to 'turn right on course.' I thought the right turn was unusual due to my requested heading of 232 but I choose not to further query the Controller because I assumed the right turn was to avoid traffic. Shortly after I started the right turn I noticed an aircraft directly in my flight path that had just departed runway Ski Strip 2. I started turning left to avoid the aircraft and at the same time the Departure Controller said something to the effect of '[callsign] turn left; turn left now.' I estimate the distance was no more than one or two hundred feet.




Synopsis: Light aircraft pilot reported an NMAC departing FAI airport following a misunderstanding of the heading clearance.
Date: 201511
Local time of day: 1201-1800
Location: AGC.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Helicopter
Operator: Air Taxi
Operating under: Part 91
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class E PIT
ATC / advisory: TRACON PIT
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Distraction; Situational Awareness
Anomaly: Conflict NMAC; 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
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After Departing AGC; we encountered what appeared to be a small drone approximately 6 NM NW of AGC; directly across Heinz Field on the south side of the Ohio River. We were at 2000 ft MSL when we spotted the small 'object' approximately 200 ft off our port side. The object was silver and was reflective. It appeared to be heading on a SE course before it executed a slight left bank to the east. We only saw the object for approximately 10 sec before it disappeared behind our aircraft. I immediately notified Approach and relayed the same info. After an uneventful flight; I called Approach and basically repeated the same info that I had passed over the radio. They told me that law enforcement in that area had been notified.




Synopsis: A helicopter pilot near AGC reported a small UAS 200 feet away from his aircraft while cruising at 2000 feet MSL.