elihoole/asrs-aviation-reports huggingface dataset:
Date: 201903
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew
When detected: Pre-flight; Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had just completed boarding. The First Officer and I were in the cockpit just waiting to receive our [weight and balance numbers] for takeoff. About 10 minutes prior to departure; the cabin and the cockpit began to fill with a very pungent acrid smell. I looked at the First Officer and said; 'Do you smell that?' He said; 'Yeah.' About that time; we got two dings in the cockpit from the Flight Attendant in the back of the airplane. I immediately got up from my seat and went to the back of the airplane. The acrid smell was very strong throughout the cabin. I immediately told the A Flight Attendant; 'I am going to get everyone off the airplane.' I then turned to the passengers and made a very loud verbal announcement. I said 'Everyone; please leave your stuff; and let's get off the airplane.' I then turned to the cockpit and directed the First Officer to call Operations and let them know what was going on and to get a Supervisor to the gate and to call Maintenance. I turned off the pack; the APU; and the recirculation fans. I then went to the back of the airplane; just to make sure all of our passengers were calm and to reassure them while they were deplaning the airplane. Maintenance arrived at the airplane and began to diagnose the problem. The likely source was a burned out recirculation fan. Once the airplane was deemed safe by myself; Maintenance; and the Customer Service Supervisor; we allowed the passengers; five at a time; to come back down and retrieve their belongings that were left behind. Dispatch had found us a new airplane; and gate. The rest of the flight went off without any further problems.




Synopsis: B737-800 Captain reported experiencing an acrid fumes smell in the passenger cabin at the completion of passenger boarding.
Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Learjet 60
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Final Approach
Airspace: Class C ZZZ1; Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; 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; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: We were on a repositioning flight to ZZZ on an IFR flight plan in VFR conditions. Upon being handed off to Approach; ATC instructed us to descend to 2000 feet and fly a westerly heading to join a right downwind for Runway 9 at ZZZ. We reported the airport in sight for the visual. ATC said that we would fly for several more miles to allow for a departure. ATC then instructed us to fly a heading of 360; cleared us for the visual approach; and to contact ZZZ tower. We complied with all instructions. As we turned a 5-mile base to final; we attempted to contact the tower three times as we continued our descent. At 900 feet; the tower finally responded and told us to immediately turn to a heading of 120 and climb and maintain 2;000 feet. As we began the turn and initiated a climb; tower announced several times in the same radio call that we needed to expedite our climb as there was traffic at 1;000 feet at our 12 o'clock; less than a mile. We aggressively climbed from 1;000 feet to 2;000 feet and was instructed to contact Approach for further vectors. ATC vectored us to a 9-mile right base and once again cleared us for the visual approach. We landed without further incident. After clearing the runway and asking ground control for a phone number to speak with the manager. The controller asked if it was about what just happened. We replied yes. She stated that it was Approach that gave the suggested heading of 120 that put us in direct conflict with the GA traffic that was at traffic pattern altitude on the right downwind for Runway 9. She said that it was Approach's fault and offered the TRACON phone number if I wanted it. I declined and informed her that I would file a NASA report and that the midair was entirely too close.




Synopsis: Captain reported taking evasive action and climbing aggressively to avoid a near mid air collision.
Date: 201310
Local time of day: 1801-2400
Location: L30.TRACON, NV
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were offered a visual to Runway 1R instead of 25L as winds were from the north at 15 knots. We accepted vectors for the 1R visual. The First Officer disconnected the autopilot somewhere south of the airport in a dogleg turn about 25-30 south. We reported the airport in sight just prior to that point and were cleared for a visual to 1R without other airspeed or altitude clearance. We were at 7;000 feet and 210 knots. I then put 3;500 feet in the altitude window as the First Officer had a reference point in the FMGC to the runway giving us a 3 degree glideslope for reference. I had the 1R RNAV approach plate in front of me and saw that we should have been at 5;000 feet at 10 NM. We were on that profile inside of 15 NM and I spoke with the Tower during this time and noticed we were going to cross the 10 nm point just below 5;000 feet. Before I started to mention it; we received an EGPWS warning 'TERRAIN; TERRAIN; PULL UP; PULL UP'. It lasted about 2-3 seconds. I believe we reached 4;800 feet or slightly above at this time at about 10.5 nm. The First Officer began to start a climb and as we were at level and he put his hands on the levers; the warning stopped after one cycle. There was some sparse green terrain on our displays the entire time and we could visually see our position to it. We stayed at that altitude a few seconds and then continued the approach without further incident to a normal landing. We could not understand the sudden warning as our training always demonstrates this system to work by first advising of a potential conflict and then strengthening in warning until finally commanding a pull up. We got no advisories or other preliminary warnings-just the very sudden pull up; and just as sudden ending of it. There was no corresponding red display as we have seen in the simulator with the aural command. At no time did ATC mention anything about our altitude.


Second narrative: Both the Captain and I operate into LAS frequently and are very familiar with terrain restrictions. We both had 'Terrain' selected on our ND's per SOP. At no time did we lose sight of the airport or surrounding terrain.


Synopsis: A320 flight crew reported receiving a 'Terrain; pull up' warning from the EGPWS on a visual approach to LAS RW 1R that appeared to be inaccurate.
Date: 201903
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: SR20
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: Routine Inspection
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Student Pilot was practicing simulated soft field takeoffs on Runway XX at ZZZ. Winds were from the south (left hand crosswind) and about 4 knots. On one occasion; Student was unable to maintain satisfactory lateral control and transferred controls to Instructor. Instructor then demonstrated; with Student shadowing on controls; proper technique. On subsequent takeoff; Student again experienced difficulty in maintaining lateral control and transferred controls to instructor. During the transfer; the aircraft pitched up and a tail strike resulted (but was not recognized at the time). On climb-out; the flap position indicator was observed to be in the fully retracted position (normal procedure is 50% flap extension). Likely causes of the incident are failure to adhere to check list items due to distraction of (1) focus on the control issues and (2) presence of additional aircraft waiting to take the runway. Corrections taken; Instructor took a self-imposed two day safety stand-down to analyze actions and identify root causes and hazardous attitudes.




Synopsis: SR20 Flight Instructor reported a tail strike that occurred on takeoff.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Airspeed Indicator
Component problem: Failed
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the takeoff; Both PFD and the standby airspeed indicator showed zero. [Instructor Pilot] decided to abort the takeoff. Reported aborted takeoff to Tower; and also let flight supervisor know that we aborted the takeoff due the instrument failure.




Synopsis: C172 flight instructor reported a rejected takeoff due to primary and secondary airspeed indication failure.
Date: 201707
Local time of day: 1801-2400
Location: WDR.Airport, GA
Flight conditions: VMC
Light: Night
Aircraft: DA20 Undifferentiated
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Climb
Airspace: Class E WDR
ATC / advisory: CTAF WDR
Second aircraft: DA40 Diamond Star
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown
Second reporter function: Single Pilot
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: There is a LOT of bleed over on the CTAF frequency 123.00 at WDR (Winder; GA) and others on the same frequency. So much so that it breaks squelch and it is very difficult to hear other traffic. This has been an issue for a few days now and nearly every pilot; and nearly every plane; has mentioned the interference. It sounds like a radio station; as there is music being played; but I have not been able to hear a station identification. Another pilot mentioned to me that they heard ninety four point something (94.??).


Second narrative: I departed WDR for a flight around the North Georgia area and to maintain night time currency. Shortly after rotation; prior to the crosswind turn in the traffic pattern; there was an unusual scratchiness on the CTAF (123.0). I was able to safely communicate and coordinate with surrounding traffic; but the noise persisted when I wasn't transmitting on the frequency. After confirming it wasn't my radio or intercom causing this noise; I opened the squelch to see if I could identify the source. It was at this time that I was able to hear music being broadcast on the CTAF frequency. I departed the WDR area for approximately 30 minutes and switched to another local CTAF to monitor surrounding traffic. As I returned from our flight and tuned to the WDR CTAF again; the music was still being broadcast. The safety of flight was never jeopardized; but the broadcast of music on a CTAF frequency is incredibly disturbing and needs to be addressed.


Synopsis: Two GA pilots reported interference on WDR airport CTAF frequency 123.00 that appeared to be commercial radio activity.
Date: 202106
Local time of day: 0601-1200
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
Aircraft component: Data Transmission and Automatic Calling
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Human Factors; Procedure; Software and Automation
Primary problem: Software and Automation

Narrative: We received a request to go direct to ZZZZZ. Dispatch had filed us on a southerly track to avoid significant weather on the H-track. The only options given were to accept or standby. We were not going to accept the re-route so we hit standby. The standby was accepted. We sent a message that we could climb instead of a re-route and ATC gave us a climb.Sometime later; the re-route request showed up again but this time the only option we were given was to accept. We ignored the request but that left the ATC icon up on the Upper DU [Display Unit] (so future ATC alerts may not be noticed).This annoyed me so after crossing ZZZZZ1 we noted that accepting the persistent direct routing request would only bypass our next waypoint by about 10 NM. I accepted the ATC routing but waited for a reply from ATC before proceeding. ATC responded with ROGER. So; we went direct ZZZZZ per the clearance. ATC then sent a message asking us to confirm request. We never sent any request so we followed up with a direct message stating we were accepting the previous direct routing from ATC. Shortly thereafter we asked to call ZZZ Center.I talked with the controller and explained the situation. He closed it out on his end with no action but quality control will still review.With CPDLC; ATC cannot ask a question but only provide one answer (accept). That leaves us with an open request.


Second narrative: There should be a CPDLC option to accept; reject; or standby. Not just accept or standby. If you don't accept; the message stays open; and the ATC alert never extinguishes. This could cause a future message to be missed.


Synopsis: B737-800 air carrier flight crew reported accepting a reroute clearance on CPDLC that they had initially put on standby.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure; Distraction
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Light aircraft; 270 heading off Runway XXC climbing out of 6;000 at 3.8 feet per minute climb rate we received a TA/RA. Instructed to level off. We had traffic in sight and complied with the level off. Cleared conflict with about 1;000 feet plus separation and VFR horizontal separation.Light aircraft high climb rate.Reduction of throttle and lower pitch and complied with RA.




Synopsis: Air Carrier Captain reported an airborne conflict followed by TCAS RA instructions which they adhered to by leveling off. The Captain made reference that the aircraft was light in weight for this flight.
Date: 201310
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Took off and upon switching from APU bleed to engine bleeds we were engulfed with smoke. We did the immediate actions items along with shutting the packs off since we were low enough; and the smoke cleared. ATC gave us vectors back where we safely landed followed by fire/EMS on the ground. We ran our appropriate after landing checklists and then taxied to the gate. Once deplaned it was discovered to have been a past problem as smoke in the cabin was a previous write-up. The initial action was an ACM replacement but obviously didn't do the trick. We weren't around long enough to determine the cause. Getting more familiar with the checklist would be desirable.


Second narrative: Following the after takeoff checklist the flight deck began to fill with smoke. After following the emergency procedures the smoke began to dissipate. An emergency was declared and the aircraft returned without further incident.


Synopsis: EMB-145 flight crew reports smoke in the cockpit when the bleed system is switched to the engines from the APU after takeoff. The smoke checklist is complied with and the flight returns to the departure airport.
Date: 201705
Local time of day: 1201-1800
Location: PBI.Airport, FL
Flight conditions: Mixed
Weather elements / visibility: 6
Light: Daylight
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E PBI
ATC / advisory: TRACON PBI
Second aircraft: Skyhawk 172/Cutlass 172
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On instrument descent to PBI we were direct to ZISUR intersection for the ILS 10R. We saw a TCAS target in front of us that was descending. ATC advised [us] of VFR traffic at our 12 o'clock. At the time; we were in and out of the clouds (broken to scattered at 4000-8000 feet). As non-flying pilot; I saw a small Cessna (C172 type) very close to us. I recommended an immediate turn. The pilot flying saw a second airplane (another C172 type) flying loose formation and descending. Simultaneously he received two RA's to climb. It appeared the TCAS was confused by two targets. We safely climbed and turned away from the traffic. ATC informed us they were not in contact with the traffic. We suspect the two planes were illegally flying in and around clouds while heading to Pahoke (PHK) airport. We reported the RA to Palm Beach Approach. Fortunately; they had their TCAS on so that at least we received a TCAS signal while they were flying through clouds without ATC advisories.




Synopsis: Falcon 2000 Captain reported a NMAC with two light aircraft in the vicinity of PBI airport.