elihoole/asrs-aviation-reports huggingface dataset:
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
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 Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: As we descended through approximately FL260; we heard a sudden sound of cabin air loss from behind us and both of us agreed to descend to a lower altitude. I could feel it in my ears too. Descending through approximately FL210; the air noise quit and the cabin pressure stabilized. We continued down to 11;000 as cleared by ATC and continued to our original destination without incident. I apologized to the passengers for the abrupt descent; but explained that we did it as an abundance of caution.


Second narrative: [Report narrative contained no additional information]


Synopsis: C560XL flight crew reported descending in response to a possible pressurization malfunction that corrected itself later in the flight.
Date: 202003
Local time of day: 1201-1800
Location: OPF.Tower, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 60
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Reporter organization: Personal
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Workload; Time Pressure
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft RA
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were cleared for ILS Runway 12 at OPF. I was PIC and PM (Pilot Monitoring) from right seat. Second pilot was PF (Pilot Flying) from left seat.The following sequence of events occurred:At 2;000 ft. on the approach; OPF tower instructed us to climb to 2;500 ft. for traffic. PF initiated a climb. As we began climbing; TCAS issues a Resolution Advisory (RA) to descend. PF began to lower the nose; as PM notified OPF Tower that we received the RA. TCAS system changed its indication to command a climb. At the same time; PM acquired the traffic visually and notified PF that traffic was in sight. Traffic passed us on right side with about X mile separation. PF continued approach to normal landing.It would be very useful for ATC to receive live broadcast of TA RA from aircraft; so that controller can avoid issuing instructions that are contrary to TA RA.




Synopsis: Lear 60 Captain reported receiving an RA on approach that was contrary to ATC instructions.
Date: 201411
Local time of day: 1801-2400
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness; Fatigue
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: On the TYSSN3 RNAV arrival for the LAS ILS 25L approach. We were in [night] VMC with unlimited visibility. South of the localizer and the PRINO intersection; Approach Control asked us if we had the runway in sight. After confirming we had the runway in sight; Approach cleared us for the visual. We initially went direct to SHAND and then direct RELIN. We had initially set 4;900 feet into the altitude alert and started a descent; I was expecting to level off at this altitude but realized that this was not going to occur. I verbally stated that we should level off at 4;900 feet but with the open descent mode selected we continued to descend. It was then that the autopilot was disengaged and a climb was initiated. At some point about that time we received a GPWS warning. We continued to climb and the warning stopped. Factors:1. Is was approximately XA:00 for us and the second leg with an origination in [the east]. This was the backside of the clock for us and fatigue was a big factor.2. With unlimited visibility we elected to take the visual when prompted by approach control; if not we would have just continued with the ILS. 3. The altitude alert was changed to 3;800 feet most likely when direct RELIN was entered. Probably due to fatigue; I missed the altitude change confirmation and the waypoint change confirmation.




Synopsis: A321 First Officer; as the Pilot Monitoring; reports a terrain warning during a night visual approach to Runway 25L at LAS after arriving via the TYSSN3 and going direct RELIN.
Date: 202108
Local time of day: 0001-0600
Location: IEN.Airport, SD
Flight conditions: VMC
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Confusion; Situational Awareness
Anomaly: No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: Other unknown
Result: General None Reported / Taken
Contributing factors: Airport
Primary problem: Airport

Narrative: Pine Ridge airport (IEN) does not have any runway markings; including runway designation; center-line; touchdown or edge markings. The airport beacon rotates but does not illuminate. The windsock is in poor condition; preventing determination of direction or approximate velocity of wind. The runway appears to have been recently re-sealed. During night operations; it is very difficult to identify the touch down point and determine height above runway during flare.Ensure appropriate agencies are informed and needed corrections made.




Synopsis: Pilot reported runway marking issues at IEN airport.  Reporter also described issues with the rotating beacon and windsock.
Date: 201905
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Other Flight School
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Other Flight School
Reporter function: Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness; Distraction; Training / Qualification
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I was conducting flight training with my student. We were working on lost procedures so I turned off the map on the MFD (Multi-Function Flight Display) for training purpose. We were training and we were in a designated practice area. We had our own frequency to make radio calls for traffic advisory. As we were doing the lost procedures I made the initial radio call and knew there was traffic south of us and another one east of us. We were circling since it is part of the lost procedures. After a while; me and my student looked up and there was an aircraft approaching us almost head on. We were probably a good 500 feet or maybe less away and at the same altitude. So I took the controls and made a sharp right turn to avoid traffic as well as the traffic ahead of us. What caused this to happen is both of us not looking outside more due to me and the student being too focused inside the cockpit. The corrective action is to look outside more and do more radio calls for traffic advisories. Also; I would've left the map on the MFD.




Synopsis: Flight School instructor reported a NMAC while he was providing instruction in a practice area.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: Upon entering the downwind for Runway XXR at ZZZ at XA:57 local time. We were at 1;000 ft. and we saw a white flash and a loud bang on the front of the engine. I immediately noticed a 100 RPM drop in my engine and me and my copilot who happens to be a CFI began to declare a mayday on the CTAF frequency. There was a plane taking off and they advised that they will circle south to allow us to land. We felt that the best decision would be to land immediately. So I decided to declare a mayday and to head straight to XYL. We landed a little bit long but we were not sure how much power we would have and for how long. But when we were clear of XYL at Taxiway R. We advised the aircraft in the pattern and taxied to the hanger. Once we shut down we discovered that there was a bird sticking out of the front nacelle of the engine compartment.




Synopsis: Pilot reported hitting a bird while on downwind.
Date: 201602
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Cloudy; 10
Light: Night
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Approach
Airspace: Class E ZZZ
Second aircraft: Cessna Aircraft Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Conflict Airborne Conflict; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: The weather was 900 overcast and 10 miles visibility.  We were cleared by Center for the ILS a transition. The First Officer (FO) Pilot Monitoring (PM) was making the appropriate radio calls on CTAF and the approach was proceeding normally until we were on about a 3 mile final when we heard a radio call from another aircraft saying that he was departing the opposite direction runway.  My FO immediately told him that we were on the ILS for inside of a 3 mile final to which the other pilot replied something to the effect of 'I'm already throttled up and departing!'. Since we were just entering the tops of the clouds and the VFR plane would soon be entering the bases of the clouds head on to us I decided to execute a missed approach. During the missed approach the flaps (15 degrees) were overspend by approximately 20 knots. We were cleared for a second approach from ATC which was executed uneventfully. The other pilot had obviously not been monitoring CTAF while taxiing out as we made several position reports while on the approach and the first call he made was that he was rolling down the runway coming right at us.




Synopsis: Two aircraft in a CTAF environment conflicted during an approach and departure in IMC conditions.
Date: 202108
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 100
Light: Daylight
Aircraft: M-7
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Travelair 95
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was departing runway XX at ZZZ. Noise abatement procedure calls for no turns below 1;000 feet. I was climbing out at 80 Mph when a warning flashed on my ADSB in software on my tablet. I was nose high and did not see the traffic approaching me from the NW and below my altitude. When I looked left; I saw a twin engine aircraft climb through my altitude and fly past me on a southeast heading. I was just starting my crosswind turn when I first saw the aircraft. They were not on the CTAF frequency even though they were flying through the pattern for ZZZ. After I was sure the plane was clear; I resumed my turn to downwind for runway XX and then checked the ADSB in information on the target to be sure I had seen the correct N number as it flew by. The N number I wrote down was the same N number that showed up for that target on ADSB-in. It was disconcerting to have a plane fly under me and so close laterally while I was in the pattern.




Synopsis: A pilot departing a non towered airport reported a NMAC with climbing traffic not communication on the CTAF.
Date: 202001
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
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 Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We received the aircraft on leg two. When we set thrust for takeoff; up until about 1;000 feet we smelled an exhaust like odor. It was momentary and did not persist. We weren't sure if it was a deciding fluid smell. We smelt it again on the second takeoff; again only from thrust set to about 1;000 feet and wondered if it may be associated with air from Pack 1. Because it was momentary we did not believe it to be a threat to safety of flight. On flight 3 we took off with Pack 1 off and still had some odor; uncommon to be associated with deciding fluid. We agreed to call Maintenance when we landed in ZZZ. When we landed I called Maintenance and explained the situation; they indicated that ZZZ was not a Maintenance base and told me they'd need to call contract out or have Maintenance drive from ZZZ1 to look at the aircraft if I wrote it up and asked if I was willing to simulate a takeoff to see if the odor was present. We went to simulate a takeoff and noted no odor. We went back to the gate and notified Maintenance and agreed that we were mutually satisfied there was no issue. I left a note on the yoke for the morning crew to notify them of the smell during takeoffs.Suggestions: The following day I was notified that the aircraft cleaners were unwilling to clean the aircraft because of the note of odor I left for the crew. As a result from what I understand; Maintenance were called to the aircraft; despite no write up or open discrepancies. The note was intended as useful information to the next crew. During the initial call Maintenance were quick to tell me the implications of a write up (calling contract or sending Maintenance from ZZZ1) and were keen to find an alternative. I believe if we had made the write up from when I first called the situation would have been handled more appropriately. I was using my best judgment for the run up and was satisfied with the outcome but also had my best intentions in mind by leaving the crew an indication of something they might encounter during their flight considering there was no documentation of the issue or the successful run up. I take pride in the safety of my flights and had the interest of keeping the operation safe.




Synopsis: EMB-145 flight crew reported fumes on takeoff that resulted in a return to the gate.
Date: 201810
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Ground Personnel
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After flight departed ZZZ for ZZZ1 I received a call from ZZZ OPS stating that a shipment of HAZMAT had been loaded in PIT3 although the shipment was not on the [dangerous goods form] to be loaded and ZZZ1 was not the correct destination for the shipment. When I questioned the caller she was unable to confirm what the exact HAZMAT was. Her response was only that it was 3 pieces and it was 'aircraft parts'. She informed me that the paperwork she had was the 3rd copy and was not readable as to the exact HAZMAT.




Synopsis: Air carrier ground personnel reported that HAZMAT cargo was mistakenly loaded on aircraft.
Date: 201305
Local time of day: 1201-1800
Location: MMMX.TRACON, FO
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON MMMX
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Human factors: Situational Awareness; Confusion
Second reporter function: Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Ambiguous

Narrative: Flying the DATUL2A STAR into Mexico City. After DATUL ATC clears us direct to SMO maintain 250 knots. Descend to 17;000 FT. Approximately 20 miles from SMO; ATC then clears us to 11;000 FT maintain 250 knots 9 NM from SMO fly 220 heading intercept the SMO 160 radial maintain 220 knots. (Restriction on the ILS 05R is 160 knots). Within 1 mile of intercept ATC clears us to 9;000 FT; 700 FT below route minimum. Well below chart MVA. THEN 'turn left 070 climb and maintain 12;000 FT; we have a no comm aircraft in the area.' Gear went up we started the turn (still close to the SMO 160 radial); ATC immediately reclears us for the ILS 5R approach. (This is the first clearance for 5R ILS. Everything up to this point was just vectors for the 160). Heading approximately 150; altitude 9;300 FT. We climbed back up to meet the 9;700 foot transition altitude; requirement met all stabilized approach requirements and landed uneventfully. We were in visual conditions the entire time with the runway in sight with very good terrain S.A. We briefed the DATUL2A and terrain considerations very thoroughly. Our willingness to help ATC was not an issue until rapid fire clearances then it was crazy busy. My suggestion would be to say 'unable' and break off early take the vector above the MVA's.


Second narrative: [Narrative 2 contains no additional information.]


Synopsis: B737-800 flight crew describes an arrival and approach to Runway 5R at MMMX that does not go as depicted or briefed.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 2
Aircraft: DC-9 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Other / Unknown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: Was initially on vectors for the localizer 23L; sidestep for 23R approach. Once we were visual with Runway 23R; we informed Approach and they cleared us for the visual. After being handed over to Tower; we were advised of a low altitude warning. We were dealing with a rapidly changing weather system and tried to maintain glide slope with the visual lighting system as best we could. We remained visual and slowed our descent rate and landed without further incident.




Synopsis: DC9 Captain reports being advised of a low altitude warning by the Tower during a sidestep visual maneuver to the parallel runway. The descent rate is decreased and a normal landing ensues.
Date: 201911
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: Level at 9;000 ft [and] 18-20 NM from [the] airport; we were cleared for the visual approach. FO (First Officer); PF (Pilot Flying); asked to activate vectors on approach. The final approach fix altitude was 7;000 ft. He initiated a descent to 7;000 ft. Bottom of Class B at that point was 8;000 ft. We descended below the Class B for a short period of time before re-entering to land. Misunderstanding by the FO of not descending below Class B when arrival airport is in Class B airspace. I didn't speak up even though something didn't seem right. Be more aware of lateral/vertical confines of Class B airspace when cleared for the visual approach.




Synopsis: EMB-175 Captain reported being unaware of the confines of Class B airspace resulting in an unauthorized entry.