elihoole/asrs-aviation-reports huggingface dataset:
Date: 201902
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Gusts; 10
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Personal
Reporter function: Pilot Not Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Weather

Narrative: I was in the co-pilot seat of this VFR flight. The pilot had successfully completed one touch and go; and was taking off from the second one. A strong gust of wind pushed the aircraft towards the right side of the runway; and eventually the right tire went off of the pavement; and into the softer soil. The pilot was utilizing crosswind technique; but it didn't help keep the aircraft on the runway. The soft; somewhat grassy soil caused the aircraft to slow and eventually the nose wheel dug in and brought the aircraft to a quick stop. With this quick stop; it tipped up on its nose; and then settled back on all three wheels.Both occupants had shoulder and seat belts on; and no one received any injuries at all. One blade of the prop appears to be bent from the aircraft tipping on its nose. A local person on the airport helped to move the aircraft out of the soft soil and onto the runway. It was then towed to a nearby hangar; where it will be inspected and repaired. No lights or anything on the airport received any kind of damage. I believe the gusty winds contributed heavily to the pilot's problem of keeping the aircraft on the runway. The PIC (Pilot in Command) has received many hours of instruction in this aircraft; and was current as per CFR 61.56 and CFR 61.57.Because this incident doesn't meet the requirements of 49 CFR 830; no report but this one will be filed.




Synopsis: Observer pilot reported a runway excursion due to a strong gust of wind.
Date: 201402
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turboprop Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E ZLA
ATC / advisory: TRACON SCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Training / Qualification; Time Pressure; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Aircraft inbound to UDD IFR. Developmental was busy working numerous IFR arrivals into PSP. Aircraft was cleared down to 7;000 [FT] and assigned vector 110 for descent. Pilot kept asking for lower due to moderate turbulence descending out of 10;000 [FT]. The developmental responded that due to the MVA he could expect lower in 3 miles. The pilot then responded that he would need lower as soon as we could give him a descent. The developmental then issued a vector of 180 heading to get the aircraft out 7;000 MVA. When the aircraft was south of the 7;000 MVA; the developmental gave a descent clearance to 6;000 [FT] anticipating the aircraft would miss the next lower MVA of 6;500 [FT] into the 6;000 MVA 2 miles south of the 6;500 MVA. Unfortunately the aircraft clipped the 6;500 MVA at 6;200 [FT] on the descent. I discussed with the developmental that in the future when aircraft are getting bumped around and having problems holding altitude; to keep in mind that as soon as that descent clearance is issued the pilot will be quick with the descent. Hold off on the descent as long as possible.  As on OJTI; remain a little more aware of the developmental control instructions in adverse IFR conditions to ensure all MVA's are met.




Synopsis: SCT TRACON Controller reported a Developmental Controller issued descent to an aircraft too early; which caused aircraft to violate the MVA rule.
Date: 201601
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: Citation X (C750)
Operator: Air Taxi
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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 Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Over Gulf of Mexico at 40;000 ft flight crew noticed strong burning smell in cabin. Performed smoke in cabin checklist. Advised ATC diverted to nearest airport. Smell dissipated after approx 5 minutes. Landed safely.




Synopsis: CE-750 Captain reported detecting a strong burning smell at FL400 and diverts to the nearest suitable airport. The burning smell dissipated after about five minutes.
Date: 202107
Local time of day: 1201-1800
Location: HLN.TRACON, MT
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZLC
ATC / advisory: Tower HLN
Second aircraft: Commercial Fixed Wing
Reporter organization: Government
Reporter function: Local
Human factors: Distraction; Workload
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Aircraft; ATC Equipment / Nav Facility / Buildings; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Aircraft X was IFR; level 120; and eastbound.Aircraft X reported Aircraft Y; four hundred feet above; opposite direction; crossing directly above. It was not confirmed; but the pilot believes the Aircraft Y climbed to avoid Aircraft X at the last minute; thus passing above by 400 feet. Aircraft Y was VFR and not talking to any HLN controllers. Aircraft Y later checked on with LC after the conflict was over. There was no time for evasive action by Aircraft X or control instructions from Approach in-between the report of Aircraft Y and the two aircraft passing.HLN is entirely non-radar. Approach cannot and does not see any VFR aircraft; and can only pass traffic if VFR pilots identify themselves. In this case; Aircraft Y did not check on with approach so no traffic was given.Both pieces of traffic were at 120; so they would have been on ZLC's radar and both had ADS-B. HLN does not have access to either of these. If HLN did have access to either one; approach could have called traffic in a timely manner and could have climbed or descended Aircraft X accordingly.HLN needs some form of surveillance; whether it is an ADS-B feed; or a display of already existing radar coverage.




Synopsis: HLN Tower Controller reported a NMAC between two opposite direction aircraft.
Date: 201703
Local time of day: 0601-1200
Location: PCT.TRACON, VA
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E PCT
ATC / advisory: TRACON PCT
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: All operations prior to climb were normal.  ATC assigned an altitude of 11;000 feet.  11;000 feet was set in the altitude selector.  The autopilot was engaged in the following modes: LNAV; ALT SEL and in pitch (pitch attitude was set at 5 degrees nose up).  These parameters were verified and confirmed.  As the aircraft approached 11;000 feet the aircraft pitched up to more than 10 degrees nose high and did not capture the 11;000 foot assigned altitude.  Both the FO and myself noticed this happen at the same time and also noticed 8000 fpm where 'pitch' was indicated prior.  I immediately disconnected the autopilot and began a descent back to 11;000 feet.  The highest altitude we saw on the altimeter was 11;400 feet.  I directed the FO to contact ATC and inform them what happened.  ATC acknowledged and proceeded as normal.  We continued that flight and reengaged the autopilot with no other abnormal operations.


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


Synopsis: Dash 8-200 flight crew reported an altitude overshoot resulted when the autopilot pitched up for unknown reasons.
Date: 201205
Local time of day: 0601-1200
Location: ZMA.ARTCC, FL
Flight conditions: VMC
Aircraft: Citation Excel (C560XL)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class E ZMA
ATC / advisory: Center ZMA
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Time Pressure; Human-Machine Interface; Distraction; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors; Chart Or Publication; Aircraft
Primary problem: Procedure

Narrative: We were en route to X51 and checked in with Miami Center. Center gave us a re-route that included the SSCOT1 RNAV arrival into X51. The problem is that there are no arrivals into X51. There are no arrivals in the FMS or the EFB for this airport. To access the SSCOT1 arrival in the FMS we would have to change the destination airport to TMB. To view the SSCOT1 arrival on the EFB we would have to select TMB. When I told the Controller that we were unable to fly that arrival and that there were no arrivals into X51 he said that his computer showed that to be incorrect. The Controller then assigned us fixes to fly. The next two Center frequencies also tried to assign us arrivals into X51. The FMS and approach plates do not match what ATC sees in their computers.




Synopsis: A Citation 560XL flight crew was rerouted via the SSCOT1 RNAV STAR for their arrival into X51 (Homestead General Aviation) but discovered the arrival was in neither their FMS database or their EFB for use into their destination and so advised ATC. Miami Center believed that to be incorrect but provided fix by fix clearances allowing the flight to continue to X51.
Date: 202006
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Wake Vortex Encounter; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Environment - Non Weather Related; Procedure; Weather
Primary problem: Ambiguous

Narrative: The autopilot was on and Captain flying. Following a heavy on the same runway. The Captain called for flaps 3 and I put flaps to 3 position. Shortly after that the plane seemed to hit turbulence and quickly exceeded flap speed. The Captain turned off the autopilot and corrected the situation. We landed without further issues and notified Maintenance for inspection.




Synopsis: A319 First Officer reported a speed deviation occurred on approach to EWR when they encountered either wake turbulence or ordinary turbulence.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Off Duty
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: 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: Pre-flight
Result: General Evacuated; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was a deadheading crew member and pre-boarded the flight with my fellow deadheading crew members. We had just placed our luggage in the overhead bins and we were getting settled into our seats; when all crew members on board (both deadheading and working) noticed a very strong smell of burnt plastic / dirty feet come on. The odor developed rapidly and grew stronger by the second. I developed a headache and became lightheaded. When we realized there appeared to be a fume event; the working crew called for maintenance and we all exited the aircraft and waited for further direction on the jet bridge. At this time my headache worsened; and I continued to feel lightheaded to the point I was having to physically hold my head up with my hand. The First Officer exited the aircraft to do a walk around in attempt to locate the source of the smell; and upon his return he stated that there was a bleed in the aircraft; and that we would not be able to take the plane to our planned destination. At this point; I developed a strong throat irritation and labored breathing. I walked back onto the aircraft to grab my luggage; at which point my mouth started to tingle and went numb. I walked halfway up the jet bridge to get outside to the gate; and fell backwards; briefly unconscious. My crew member was able to catch me and sit me down and again; I passed out. The crew was quick to retrieve oxygen from the aircraft and administered it to me as we waited for paramedics to arrive. I was then taken to the ER for treatment.




Synopsis: A319 deadheading Flight Attendant reported strong fumes during pre-boarding resulting in health issues and deplaning of aircraft.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem
Contributing factors: Weather; Aircraft
Primary problem: Ambiguous

Narrative: As the pilot in command of the aircraft; I had done all the necessary preflight actions. The route of flight was [along the coastline] at 5500 feet. As we were cruising down the coastline; I remember the engine ran a little rough; and I turned on the carburetor heat. We flew for approximately 5 minutes before we started losing engine power. It looked like we were going to lose the engine power completely to me. I turned inland and went through the checklist. The engine still seemed as though it was going to turn off completely. I was gliding towards ZZZ1 airport. With the engine still giving slight power pulses; I remember going through the checklist at least 3 times. It was at about 3500 feet that the engine started giving me the power I needed. I kept the aircraft climbing to 6500 feet. Moments later the engine seemed to run smooth again; and so I decided to take the airplane back to ZZZ; [the departure airport]. I landed the aircraft; and I remember the controller asking me if I needed any assistance of some sort. I did not see the need. I taxied the aircraft back to the flying club; and parked it. I then spoke to the dispatcher and the mechanics regarding what had happened and that I suspected it to be carburetor icing.




Synopsis: C152 pilot reported a loss of engine power that resulted in a return to the departure airport. The pilot suspected carburetor icing.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Second aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: An A319 was in level flight at FL350 and he requested a climb to FL370. I did not do an adequate traffic search and climbed him. Within one minute; the A319 and Air Carrier Y started flashing. Air Carrier Y was in level flight at FL360. I quickly turned the A319 thirty degrees left for traffic and he complied. I then turned Air Carrier Y thirty degrees left and descended him to FL340 for traffic. Air Carrier Y then asked if he could climb to FL380. I came back on the frequency and told him to turn thirty degrees left and descend immediately. He came back questioning the turn and I told him to just descend and turn now. Luckily the A319 understood the gravity of the situation and picked up his climb rate and when I asked for altitude reports from both aircraft I had five miles and 1;000 FT. Air Carrier Y actions were not good enough. When a control instruction is issued for traffic; it needs to be accomplished and not debated. I was extremely concerned for about 30 seconds that the two aircraft might collide mid-air. I need to do a better traffic scan that is basic ATC. The pilots need to act quicker and accordingly and not drag their feet on these clearances.




Synopsis: Enroute Controller described a conflict event at FL350/370; claiming one of the aircraft was slow to respond when given an instruction contributing to the occurrence.
Date: 201503
Local time of day: 1201-1800
Location: P31.TRACON, FL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Military Trainer
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class C NPA
ATC / advisory: TRACON P31
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial; Flight Crew Sea; Flight Crew Rotorcraft
Human factors: Situational Awareness; Distraction; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I was transiting westbound along the beach line at 500 feet MSL; a ¼ mile south of the coastline and had a very near mid-air collision with a banner-tow aircraft flying opposite direction. Distance between aircraft estimated at less than 100 feet horizontal and approximately 10-20 feet vertical. Banner-tow AC was not spotted by me (rear cockpit/passenger in front of cockpit) until approximately 2 seconds before aircraft passed each other. I turned hard right 90° to verify other aircraft (after passing). I was talking to ATC; had a squawk code and was [on] frequency. Event occurred just south of Pensacola Beach; FL approximately 1 mile west of pier and approximately 2 miles east of NAS Pensacola Class C surface area. I did not receive a traffic advisory radio call and afterwards queried ATC Controller if he had other traffic on radar scope. No definitive answer was given. I believed banner-tow AC was not participating with ATC; i.e. did not have a squawk code; [was not communicating] with ATC; and most likely came through NAS Pensacola (NPA) Class C airspace without clearance. While forward visibility in the plane is problematic [due to the aircraft design and seating configuration;] I believe the banner-tow aircraft was not keeping a sufficient forward look-out (we're guilty too; despite our aircraft's impediments and a properly briefed passenger; etc.) as well. This incident is reported in good faith in hopes of preventing future such incidents.




Synopsis: The pilot reported a 'very' near miss with a banner-towing high-wing aircraft in or near NPA Class C airspace while flying the beach at 500 feet. He was receiving advisories but the other aircraft was not; nor did the other aircraft have a Class C clearance.