elihoole/asrs-aviation-reports huggingface dataset:
Date: 201602
Local time of day: 0001-0600
Location: SBAZ.ARTCC, FO
Flight conditions: IMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center SBAZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Procedure; Airspace Structure; Human Factors
Primary problem: Procedure

Narrative: [We were] south of POVLA intersection; in radio and radar contact with Amazonica control; Noticed traffic ahead approximately 40 miles climbing to or thru our altitude of FL380. The aircraft leveled at our altitude of FL380. Queries to Amazonica control went unanswered. I initiated a turn to the right and the monitoring pilot broadcast our intentions on the VHF assigned frequency. The other aircraft had realized the situation and queried Amazonica control with no response and also initiated a turn off course. We passed well clear of the each other and rejoined the airway.No TCAS Traffic Alert or Resolution Advisory were received. Further radio transmissions between Amazonica and the other aircraft seemed to indicate that they had accepted a clearance meant for another flight [with similar call sign]. Flight continued uneventfully to our destination.


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


Synopsis: Air crew initiated their own evasive action to avoid other aircraft at same altitude while at cruise in foreign airspace. ATC did not assist.
Date: 201411
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Troubleshooting; Situational Awareness; Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Declared Emergency
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Aircraft X was about 15 miles east of ZZZ at 9000 feet when I observed that I was no longer receiving the Mode C altitude.  I asked the pilot to say altitude and he responded for me to stand-by.   About 2 minutes later the pilot turned about 30 degrees left of course and had still not gotten back to me on their altitude.  I asked the pilot if everything was OK and he responded no and that he wanted to divert to ZZZ.  I issued the pilot a heading towards ZZZ and asked for their current altitude.   The pilot then responded that they were at 9000 and had lost an engine and some instruments and declaring an emergency.  I gave the pilot a descent to 2000 and advised them of weather at ZZZ; asked what runway they would like and advised them of runway lengths.  The pilot said he wanted runway XX.  The tower was notified and I obtained a landing clearance for the pilot.  The pilot was cleared for the visual approach and cleared to land by me.  Aircraft X landed safely.  I realized after Aircraft X was on the ground that I never cleared them to ZZZ.  From the time the pilot told me that there was a problem to the time the pilot landed was only about 3 minutes.  I will make it a part of my mental checklist to amend the clearance in cases of emergencies.




Synopsis: Controller reports of an aircraft that loses an engine; declares an emergency; and then lands at a new destination.  Controller was concerned because he didn't give the aircraft a clearance to the new destination.
Date: 201910
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
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 in Emergency Condition; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft was level at FL260 on the ZZZZZ RNAV arrival. The Captain (PM) and First Officer (PF) started to smell a sensation similar to a burning electrical in the flight deck. The crew also noticed the windshield fog over and moisture building on the inside. The Captain called the Flight Attendant to ask if she too smelled the odor. The Flight Attendant indicated that she did not smell anything unusual. The Captain and First Officer donned oxygen masks and established crew communication. The Flight Attendant then called back to the flight deck and said that she could smell an odor in the FWD part of the cabin. The crew [notified ATC] with Center and requested a diversion to ZZZ which was about 80 NM away. The Captain transferred the radios to the First Officer and started to run the QRH; gave the Flight Attendant information; notified the passengers of the diversion; and contacted Dispatch via ACARS and ATC. As the Captain ran the QRH to isolate the burning smell; the First Officer transferred controls to the Captain when the generators were deselected. The flight received vectors for RWY XX at ZZZ and landed with no incident. ZZZ ARFF (Airport Rescue Fire Fighting) met the aircraft and completed a visual inspection at gate XX. Identification: Flight crew smelled the odor in the flight deck and then the flight attendant also smelled the odor. I am not sure what caused the smell or the windows to fog over and moisture to build in the flight deck. Find the cause of the in flight smell.




Synopsis: EMB-145 First Officer reported 'burning electrical' odor on flight deck which was also reported by flight attendants in the cabin. Flight crew executed an uneventful diversion.
Date: 201903
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-46 Malibu Meridian
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was on short approach to Runway XX at ZZZ. I established and maintained a stable approach. My two main wheels touched down gently; and as usual; I slowly lowered the nose wheel to the ground. As soon as the nose wheel touched the ground; the airplane veered briskly to the left towards the grass and despite my application of right rudder pressure to counteract the movement; the airplane continued onto the grass. I applied corrective rudder pressure to steer airplane away from obstacles and back onto the runway. Once stopped on runway; I taxied to [the FBO] uneventfully and without any noticeable abnormality to the airplane and without vibration. I then called a mechanic to evaluate the airplane and in particular; to check the nose wheel steering mechanism for proper function. This was not an accident and there was no criminal activity.




Synopsis: PA46 pilot reported that the aircraft veered off the runway on landing.
Date: 201902
Aircraft: B787-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Tablet
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: This was a 13 hour flight entirely over the Pacific. No radar contact; virtually no other airplanes to get ride reports; we were basically alone. The entire flight; all 13 hours; none of us were able to get one single weather update on our WSI. Not one. I even took the iPad up to the bunk during my break to try and get an update to no avail. It is a scandal bordering on immoral that passengers through 'inflight' have access to more accurate weather information than the pilots flying the plane. This is due to the company placing the internet router in a location where the passengers get the best reception and the pilots get almost none.




Synopsis: B787 Captain reported he was unable to get weather information during his 13 hour trans-Pacific flight on his tablet via WSI WiFi because of poor reception in the cockpit.
Date: 201412
Location: NFL.Airport, NV
Flight conditions: VMC
Light: Daylight
Aircraft: F/A 18 Hornet/Super Hornet
Operator: Military
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D NFL
ATC / advisory: Tower NFL
Second aircraft: F/A 18 Hornet/Super Hornet
Reporter organization: Military
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Distraction
Anomaly: Aircraft Equipment Problem Less Severe; 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
Contributing factors: Airport; Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I experienced an Anti-Skid issue in conjunction with possible Hydraulic complications. I elected to make a short-field arrested landing to the off duty runway (R25). Runway 25 intersects the primary arrival and departure runways (R31L/R31R). While on approach to runway 25 for the arrestment; 8 other aircraft were inbound to the field following a training evolution. Due to traffic pattern saturation; the tower cleared myself and another aircraft (F/A-18E) to land at the same time; myself on R25 and the Super Hornet on R31L. The tower; realizing the developing situation; attempted to wave-off the arriving aircraft to R31L; but used another aircraft's call sign that was in the traffic pattern. The Super Hornet; now seeing constant bearing and decreasing range elected to take his own wave-off to avoid a collision. Simultaneously; the tower waived myself off which resulted in a near mid-air. Due to my focus on the arrestment; I did not gain sight of the super hornet until very late. As I took my wave off; I saw the jet pass under my aircraft by 200 Feet.




Synopsis: F18 pilot experiences a NMAC with another F18 at NFL after an attempted arrested landing on Runway 25; with an F18 landing Runway 31L. The Tower attempted to send the other F18 around using the wrong callsign then sent the reporter around. The other F18 pilot; realizing the conflict; executed his own go around.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; 10
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Other / Unknown
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Weather; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Landing on Runway 27 with ATIS reported wind 230 at 6. After touchdown during roll-out an abrupt very strong gust from the left lifted the left wing; I applied extra power to increase rudder authority; applied left stick and right rudder to maintain directional control. The upwind wheel was down and the other wheel slightly raised. Then the wind changed direction again and airplane replanted both wheels. This caused some jarring and my hand slipped forward off the throttle; but my wrist watch band caught the throttle causing it to momentarily go to full power. I immediately cut power; but the airplane lifted slightly and the right wingtip dragged momentarily on the runway. The problem was a freak gust and there's nothing anyone can do about that. My wrist watch is just a cheap Timex which does not have a big wrist band and it fits snug. My sleeves were rolled up so it was not my shirt cuff. The one thing I will do different in the future is A) intentionally hold the throttle very tight when facing a turbulent landing. B) Take off my watch prior to landing. It would have also helped if the Tower reported the wind on short final with a statement such as 'strong crosswind gusts from the left.'




Synopsis: PA18 pilot reports a momentary loss of control during landing due to a wind gust and inadvertent application of full power in the rough landing.
Date: 201904
Local time of day: 1801-2400
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Night
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B SLC
ATC / advisory: TRACON S56
Second aircraft: B737 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: On the Delta 5 Arrival inside of SPIEK waypoint; we were in trail of a 737; 10 miles or so ahead; when we were hit with wake turbulence. It caused us to roll to an approximate 70 degree bank to the right; at which time I disconnected the autopilot [and] rolled wings level. I added power and began a climb to 15;000 feet. I contacted SLC Approach and advised that we were in wake turbulence and that I was climbing to 15;000 feet. They cleared me direct PITTT waypoint; which I refused; trying to avoid more wake issues. I flew a heading until I felt comfortable proceeding to PITTT waypoint.




Synopsis: CE525 Captain reported encountering wake turbulence on arrival into SLC from a preceding B737 that resulted in a 70 degree bank.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-18/19 Super Cub
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
Airspace: Class G ZZZ
Second aircraft: Sail Plane
Aircraft component: Fuel Quantity-Pressure Indication
Component problem: Design
Reporter organization: Personal
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness; Human-Machine Interface; Confusion; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: While conducting glider towing operations; I was the only pilot in the tow plane with a glider in tow. During initial climb out at full power (at approximately 500 ft AGL); my airplane experienced a sudden power loss. I immediately switched fuel tanks and power was restored. However; during the period of power loss the tow plane descended relative to the glider; who therefore wisely disconnected the towline from his end and conducted a flawless return to the takeoff point. Meanwhile; with power restored but not certain why I had lost power; I climbed approximately 1;500 feet AGL over the runway (a private grass strip); from which point I conducted an idle descent and landing. After landing; I conducted a power check (magnetos) with normal results. After shutting down; I examined the aircraft's fuel quantity and discovered that the initially-selected tank (LEFT) appeared empty. The right tank contained an estimated 1.5 hours of fuel (approximately 10 gal). I had; until this point; estimated my left tank as containing at least 5 gallons of fuel and planned to switch to the right tank after the tow that was being conducted. The aircraft's fuel quantity indications are sight glasses on the inboard wing root; in the cockpit's overhead and are known to be poor; especially on uneven ground. We added fuel into the left tank; debriefed the event and continued operations without further incident.




Synopsis: A PA-18 towing a glider reported a loss of power after takeoff. The pilot quickly recovered by selecting the other fuel tank and upon landing discovered the initially selected fuel tank was empty.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Beechjet 400
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Just after departure; both AP TRIM FAIL annunciators illuminated; followed by the boxed E on the PFD. The autopilot was disconnected; and force was required to maintain altitude; and the normal pitch trim seemed to be quite sluggish. Being that this condition has been duplicated multiple times on this aircraft; we elected to return for Maintenance. We ran the appropriate checklists and continued for a normal approach and landing. ATC was notified of the condition; and no emergency was declared.




Synopsis: BE-400XP Captain reported returning to departure airport when he noted an autopilot issue shortly after takeoff.
Date: 201204
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Landing
ATC / advisory: Tower ZZZ
Second aircraft: Heavy Transport; Low Wing; 4 Turbojet Eng
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student
Human factors: Training / Qualification; Time Pressure; Human-Machine Interface
Anomaly: Conflict Ground Conflict; Less Severe; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: On final approach there was a crosswind from 180 degrees on Runway 15. I was on the glide slope and the centerline. Once I crossed the threshold I was blown off centerline; so I applied power and shifted back to the centerline. I tried touching down again; but was blown to the left of the runway again; so I applied power again and centered myself over the centerline. When I touched down I was again blown off the centerline and rolled off the runway striking and breaking a runway edge light. The Fire Department came out we pushed the plane onto Taxiway Lima from where I taxied back to general aviation. No damage was apparent on the plane. I think a factor that influenced this was on my base to final turn; I noticed a heavy plane on final as well. He was also cleared for landing following me and said he was on a 6 mile approach. He then said he couldn't see the traffic on final; which was me. He was instructed to go around and I think not knowing whether he was landing or going around put pressure on me because I felt that I couldn't go around. He was told to go around on my second attempt to land the plane. The major factor in the incident was my not being able to handle the cross winds.




Synopsis: A student pilot aboard a C-150 was unable to remain on the runway surface when landing in a crosswind. He struck and broke a runway edge light; but did no apparent damage to the aircraft. Concern about a Heavy Jet going around behind him contributed to reporter's decision not to go around when his loss of control might otherwise have caused him to do so.
Date: 201808
Local time of day: 0601-1200
Location: LFPG.Airport, FO
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LFPG
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: We were departing LFPG and received a Dangerous Goods notification on the gate. We got busy trying to push on our TOBT (Target Off-Block Time). We pushed on time and were taxiing out. The final weights came a little late and at the same time the final Dangerous Goods form came over the ACARS. We then realized we had pushed without receiving the final Dangerous Goods form. The Bulletin states that we need to wait on the gate for the final Dangerous Goods form and we did not do this. It would have been interesting to see if the station would have been able to get us the Dangerous Goods form and coordinate that with the TOBT time. I have a feeling that might be an issue. Regardless; we should have waited for the final form before pushing.




Synopsis: Air carrier First Officer reported no Dangerous Goods form received before gate departure with HAZMAT on board.