elihoole/asrs-aviation-reports huggingface dataset:
Date: 201605
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence; Haze / Smoke; 10
Light: Daylight
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: SR20
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Flight Engineer; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were practicing the RNAV (GPS) approach.  We were also told to report the IAF then a final report of a 2 mile final for the active runway.  The issue we had was while we were on final at 1300 MSL (700 AGL); an aircraft crossed about 200 ft below us from right to left. They were on right base; but overshot the extended centerline of final.  We noted the traffic to ATC with no additional action done of anyone's part.  No evasive action would have been beneficial.  We continued our descent on the RNAV approach.  I lost track of if they turned a wide final or where they went after we crossed over the top of them.  However; there were 2 aircraft that landed immediately after us.There were numerous aircraft in the pattern and holding short ready to take off.  This was the first day that the airport reopened after being closed for construction on the runways.  This created more radio communication length with the word 'shortened' following every transmission with the runway number.  Under normal circumstances; the volume of traffic is nothing unusual for ATC to handle.  Due to radio traffic taking longer; we ended up being about 1 mile past our requested reporting fixes before we were able to key the mike for a transmission.  The high volume of radio traffic; congested pattern; hazy horizon (typical Midwestern summer day) and runway construction are reasons that I believe we never made visual contact with the approaching Cirrus on right base.  I'm not sure if they saw us or not.  Perhaps it was a failure on both our parts for lack of visual scanning.  To mitigate this type of incident in the future; I will continue to scan for traffic and even request to depart the pattern if I feel safety is compromised or sense that ATC is being overloaded and having difficulty with traffic in the pattern.




Synopsis: PA28 instructor pilot reported a NMAC with an aircraft in the VFR pattern while executing an RNAV GPS approach. The airport traffic pattern was heavy and communication was congested.
Date: 202108
Local time of day: 1801-2400
Location: ZZZ1.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Haze / Smoke; Fog; 0
Light: Night
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ1
ATC / advisory: Center ZZZ1
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Troubleshooting; Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While we were climbing through 10;000 feet up to the lower FL 20's from ZZZ to ZZZ1; as we passed through 11;000 the 'CAB ALT' Light illuminated. I was the Pilot flying I asked the PM (Pilot Monitoring) to tell ATC we need to stop climb. We stopped at 12;000 feet. We pulled out the checklist. I noted a Cabin Altitude of 11;000 feet. We ran the appropriate Checklist. We descended to below 10;000 feet. The CAB Light went out. I did [request priority handling] since its part of the checklist procedure. While we were not that high. I was not sure what was going on? As I had never had an issue in an XLS with pressurization. The controller was in Normal so? The passengers never noticed anything. We were closer to ZZZ1 than turning back to ZZZ so we pressed on with the issue under control. Plus the ZZZ1 ATC [Center] Folks while they can be aggressive; are some of the best in the world if I had an issue I wanted their help into some great Airports with assistance. We performed a normal landing. After landing once we had some light I noticed that the Auto/Man switch had been moved to manual so I knew then what the issue was we were in manual mode. I pointed that out to the FO (First Officer). He is very new to the plane. It was night and dark and a long day. He moved a wrong switch and when doing the after Take off check did not notice the issue. Its a learning process. For me too have to watch new guys which is my responsibility as a Captain and its my ship. The good thing we caught it before it was a real issue.




Synopsis: Captain reported cabin pressurization malfunctioned during climb. The crew continued to destination airport where post flight it was discovered that the pressurization switch had been set to the wrong position.
Date: 201810
Local time of day: 1201-1800
Location: COS.Airport, CO
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
Airspace: Class C COS
ATC / advisory: Tower COS
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings
Primary problem: Human Factors

Narrative: Aircraft X was inbound from the north assigned a left downwind for RWY 35L; on initial call I widened out his downwind approach by 10 degrees as he appeared to be tracking up final for RWY 17R. He entered the left downwind for RWY 35L I cleared him to land on RWY 35L following a Cessna in the pattern ahead. Aircraft X read back the clearance correctly for landing RWY 35L. I then asked the pilot to confirm he had the Cessna ahead insight; he informed he did not. I then told Aircraft X to extend his downwind and I would call his base to allow for appropriate separation with the Cessna ahead. Then told Aircraft X to turn his base and again cleared to land RWY 35L; pilot acknowledged the clearance but did not read back the runway. Pilot asked for a wind-check and was given one. I observed what looked like from the tower Aircraft X lined up for RWY 35L. Then turned my attention to moving pattern traffic around for a runway change. The GC/CIC (Ground Control/ Controller in Charge) then stated he landed on TWY A. I looked back and confirmed he was in fact rolling out on the TWY. I contacted Aircraft X and informed him it appeared he just landed on TWY A and to contact GC for further instructions.I recommend we have a tower with a better perspective and closer proximity to the approach ends of 35L and 35R.




Synopsis: COS Tower controller reported an aircraft landed on a taxiway.
Date: 201810
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Time Pressure; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: [We were] descending via the RNAV arrival at 1;800 feet per minute passing through 5;000 feet to descend and maintain 4;000 feet at 210 knots. Two aircraft ahead were also approaching for the Visual Approach while on a different arrival from the southwest. ATC assigned 'Speed 180 knots' cueing that we would follow in trail of the other two traffic. Pilot Flying decreased the descent rate to 800 feet per minute and used spoilers to slow; stored the spoilers; called flaps 20; and maintained 180 knots. ATC assigned 'Heading 360' and the other traffic to slow. Indicating [we] would now cut between the traffic while still at 4;000 feet. [We] were assigned heading 070; cleared the Visual Approach; maintain 180 knots until ZZZZZ and contact tower there. Pilot Flying immediately disconnected the auto pilot; called for the gear; and descended. ATC then changed clearance and assigned 'Speed 210' while approaching within 3 miles of the Final Approach Fix. At 1;000 feet; the gear was down; Flaps 30; and slowing for Flaps 45. Around 800 feet the Pilot Flying called Flaps 45. At 500 ft; the aircraft was on speed; configured and within company standards. We landed at the beginning of the touchdown zone and exited at the first high speed taxiway.[Our] approach occurred due to lack of planning by Final Approach Control when changing the order of landing traffic last minute creating a short approach and increase speed by 30 knots approaching the Final Approach Fix. Pilot Flying and Pilot Monitoring achieved a stabilized Visual Approach by disconnecting the auto pilot; lowering the gear early; descending within 1;500 feet per minute until Minimum Descent Altitude; and meet company approach criteria by 500 feet. A go-around was considered although not the best option because fuel on board was 2;900 lbs and returned to the gate at 2;700 lbs. A go-around would be very close to the minimum envelope of 1;500 lbs. ATC should consider the effect of changing the order of aircraft landing. The flight was accomplished safely thanks to the quick response of the flight crew.




Synopsis: A CRJ-200 First Officer reported ATC unnecessarily complicated their approach 3 miles from the Final Approach fix.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Medium 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: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Troubleshooting; Workload
Second reporter function: Captain; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; General Police / Security Involved
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While in cruise; I smelled the faint smell of cigarette smoke. As I told the Captain that I started to smell cigarette smoke; we received a call from Flight Attendant A. As pilot flying; I did not talk to the Flight Attendant however; I was told by the Captain that a passenger had lit a cigarette in the forward lavatory; but the cigarette had been extinguished.We informed ATC that we may need to divert; and asked to slow down in case we needed to go to [a nearby airport] while we determined options/QRH procedures. The Captain obtained information from the flight attendants and ACARS Dispatch which resulted in a radio call to Dispatch to identify options. We did not see smoke; and the smell in the cockpit quickly dissipated. After running and following QRH procedures and speaking with Dispatch; we [advised] center; and diverted to [a nearby airport]. Law Enforcement and Fire department were waiting for us when we landed. Law Enforcement escorted/removed the passenger from the aircraft. At no time did we receive an EICAS message for Lavatory Smoke.


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


Synopsis: An air carrier flight crew while in cruise smelled the faint smell of cigarette smoke. The 'A' Flight Attendant confirmed that a passenger had lit a cigarette in the forward lavatory. They followed QRH procedures and elected to divert. Law enforcement removed the passenger from the aircraft.
Date: 202001
Local time of day: 0601-1200
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Syst Pressure/Temp Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Troubleshooting; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On a flight we had an EICAS indication of HYD 1 Low QTY while in cruise. We quickly determined the situation to be odd as the HYD were checked a couple of minutes ago as a routine and were shown well within limits; half way in the green range. However once we noted the message we went back to check the fluids and saw them on the top of the amber range. At this point We have pulled out the QRH and looked at the procedure. A couple of minutes went by and the number 1 HYD QTY kept dropping to half range on the amber.At this point we needed to come up with plan; we knew we were losing HYD QTY. AT this time the weather at CLT was showing exactly at minimums leaving us with the risk of a possible go around. We knew we kept losing HYD FLUID each minute that went by on the number 1 system. If we would have continued to CLT we would be at risk of a possible go around due to the weather being at minimums; and if we kept losing pressure the system would not allow us to bring up the gear back up in the event of a go around in case we lost the number 1 HYD's.Leaving us with limited options we decided as a crew that the safest action would be to divert to ZZZ and fix the issue there. Getting the plane on the ground safely was the priority. The weather at ZZZ had skies approximately at 3000 AGL; winds calm and good visibility with long runways available. Once we decided to divert the controller advised us that ATC had [given priority handling] to ' make it official'. Once we landed we were able to continue to the gate without any issues.EICAS message indicated low QTY. Hydraulic leak on the number one side. We kept monitoring the system and came up with a plan in the event of several scenarios; depending on the indication of the systems. Not taking any chances; once landed on ZZZ maintenance did a couple of checks of the HYD and within 5 minutes they had lost all the HYD fluid on the number 1 side. This occurred at the gate while they were doing their checks. In this case that could have given us the trouble of possibly executing a go around and not being able to bring the gear up.


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


Synopsis: ERJ145 flight crew reported a loss of hydraulic fluid resulted in a diversion.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
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: Pressurization System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Auto Fail light illuminated on the cabin pressurization controller. The Alternate system for cabin pressurization Controller did not engage. Landing Alt and Flight Alt windows displayed 5 dashes. Cabin Altitude was increasing. Selected manual to regain control of cabin. Advised ATC and requested immediate descent to 10;000 feet. Was able to regain control of the cabin with manual control and proceeded to and landed normally in ZZZZ.About 30 miles or so from ZZZ all smoke alarms sounded. We had no indication of any smoke or fire. Emergency vehicles met us on landing and one followed us to gate XX. Passengers deplaned normally. All faults entered into the ELB (Electronic Logbook). This was not a rapid depressurization and no masks were deployed.




Synopsis: B737NG Captain reported a failure of the cabin pressurization Controller resulting in an immediate descent to 10;000 feet.
Date: 201809
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff; turning right on course climbing through 3000 ft; red warning 'Bleed 1 Leak'. QRH performed; no more red indication; new configuration Bleed 1 off. Crossbleed closed and pack 2 Off (MEL). No pressurization; so we decided to return to [departure airport].Identified via Red Master Warning and red indication in the bleed. QRH Procedure completed.


Second narrative: [During departure]; VMC Bleed 1 Leak EICAS message displayed with associated warnings climbing through 3000 feet.


Synopsis: EMB-145 flight crew reported returning to departure airport after receiving a Bleed 1 Leak EICAS message.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
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: Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were vectored for the Visual approach 13R ZZZ.  (ILS Out of service).  We were cleared for the visual approach a few miles NE of ZZZZZ.  The aircraft was slowly descending through 2;200 ft. when we received a GPWS alert (obstacle alert) for a tower 1605 feet between us and ZZZZZ.  We immediately climbed back to 2800 feet. (Glide slope verification altitude). Climbing back to 2800 ft through ZZZZZ put us high on the approach. We configured quickly and ran checklist. Through 1000 feet we were still high on VASI but agreed must be stable by 500 in visual conditions. I realized through 800 feet we had not contacted the tower; tried to contact tower twice and realized we had the incorrect frequency; finally contacted tower passing 400 ft and was cleared to land.  Normal landing.The ILS was out of service. The pilot flying was new to the airbus (3 months) and not totally confident yet with the airplane. I let myself get a little complacent;  the weather was clear and I had flown many legs in the last 7  days. As pilot monitoring; I should have seen that we were drifting low outside ZZZZZ.  After getting high on the approach; should have requested vectors back around for a new approach to give us more time to reorganize.




Synopsis: Air Carrier Flight Crew reported GPWS alert on approach. Flight Crew corrected flight path and landed without incident.
Date: 202105
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Weather elements / visibility: 10
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZJX
Second aircraft: UAV: Unpiloted Aerial Vehicle
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Airspace Violation All Types; Conflict NMAC; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Unauthorized Flight Operations (UAS)
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While approaching the OCF VORTAC station I witnessed what looked like some sort of drone at 7;000 ft. MSL. The object looked like cylinder about a foot and half long; with thick ends rotating around rapidly at a 45 degree angle. It did not appear to be moving laterally at all. It was black and a hazard to navigation.




Synopsis: A fixed wing pilot had a near miss with a UAS during cruise flight.