elihoole/asrs-aviation-reports huggingface dataset:
Date: 202002
Local time of day: 0601-1200
Location: ELP.Airport, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ELP
ATC / advisory: TRACON ELP
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; 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 Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Airspace Structure; Airport
Primary problem: Ambiguous

Narrative: We were on a flight from ZZZ1 to ELP.  We were descending on the MOLLY4. Runway 22 was closed so we planned on an RNAV (GPS) Y Rwy 26L. Our aircraft was not certified to perform the RNAV (RNP) Z Rwy 26L. Approaching the terminal area; we received an ECAM message for NAV: FM/GPS POS Disagree. It was VMC; and we quickly verified our position. ATC also advised all in the area that there was GPS jamming coming from a military installation. We opted to switch to the VOR Rwy 26L approach as it was the only other approach to the runway; and I didn't want to confuse ELP with BIF; the military airport less than 2 miles away.  We had intermittent NAV indications while proceeding to the airport for a visual approach. We turned final; and I used the VOR approach directions from the FMS for guidance as seeing the PAPI was a little difficult in the bright afternoon sun. The FMS VOR indications lined us up nicely for the runway and with autopilot on; it started descending us for the runway. About 6 miles out though; the CA (Captain) noticed differences in our FMS course depictions and aircraft positions. I turned off the autopilot; leveled off; and continued visually. At about 5 miles; I picked up the PAPI. We landed uneventfully. In hindsight; the [manufacturer] uses the GPS overlay almost exclusively for VOR approaches with only a bearing pointer to the VOR as the backup. With the GPS jamming in the area; I should have disregarded any FMS positions completely and potentially deselected the GPS inputs to the FMS. This is not part of the procedure in the QRH though. Had it been IMC; we would not have had a compatible approach to the field. We also did not recall seeing any GPS jamming NOTAMs prior to our arrival in the area.




Synopsis: Air carrier First Officer reported GPS jamming on approach.
Date: 201905
Local time of day: 1201-1800
Location: MDW.Airport, IL
Flight conditions: VMC
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C MDW
ATC / advisory: Tower MDW
Reporter organization: Corporate
Reporter function: Captain; 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; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: GPS failure with the Flight Management System caused a deviation off of course.




Synopsis: Small Transport Captain reported losing the GPS signal near Midway Airport.
Date: 202108
Local time of day: 0601-1200
Location: BJC.Tower, CO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D BJC
ATC / advisory: Tower BJC
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; 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: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: During a morning approach; BJC was busier than usual. It took three calls to establish two-way communication with Tower; during which a right 360 was completed for spacing. On approach; ATC cleared us straight in for a left base on Runway 12L; then with about 2 miles to go; handed us off to Tower Frequency 2 and changed us to Runway 12R. After changing; we continued the southbound approach 'behind Aircraft Y'. about a half mile from the airfield; over US 36; we saw not one but two [aircraft]; same altitude and 1/4 mile apart; heading for us west-to-east up US 36. I felt that this was loss of separation and far too close for comfort; and uncommanded (By ATC) evasive action was taken including a sharp right turn and an arrested descent; to allow the aircraft to pass under and behind us. No traffic advisory was given (possibly because the other two were on Tower 1 frequency); and it felt as though Tower had no idea where we were. After nearly missing; Tower cleared us No. 1 for Touch and Go on Runway 12R; and we completed our touch and go in front of Aircraft Y on right traffic behind us for the same runway. During the climb-out; the Controller gave us a traffic alert for a 'helicopter on your left' (he was on our right). It felt to me as though the Controller was over-saturated and had no idea where the aircraft he was in control of were located. I also believe there was a lack of communication between Controller staff in the tower during the hand offs from Tower 1 to Tower 2; as the receiving Controller seemed to have no idea where we were; what we were doing; or what we were previously cleared to do. To have the FAA breathing down ZZZ's throat for recent mid-airs (both of which were pilot error and had nothing to do with ATC); and then to be directed into a near-collision on base by BJC Tower; is unacceptable; and tells me that the FAA doesn't care until something makes the news.




Synopsis: Private Pilot reported an airborne conflict due to ATC saturation.
Date: 202012
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: VHF
Component problem: Failed
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: Workload; Troubleshooting; Human-Machine Interface; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After Takeoff on our climb up 2;500 ft. out of ZZZ; we lost the use of both VHF radios com1 and com2. We leveled off at 2;500 ft. worked the problem and the Captain was able to get com1 back by using the ALT switch. All the communications on the First Officer side of the plane had died I could not use the hot mic or communicate with ATC on my side I tired different headsets and nothing worked. We then decided to return to ZZZ since we were going out over the water on our way to ZZZ1. WE had to burn 14;000 lbs. of fuel to get under max landing weight. We ended up holding over ZZZ VOR since the weather in the area was raining and turbulent and ZZZ VOR was in the clear and smooth. We worked the Flight Attendant; Dispatch; Maintenance Control; and ATC; till we had burned off enough fuel to return to land in ZZZ. We kept the passengers informed of what was going on as much as we could during the entire event.




Synopsis: Air carrier First Officer reported that both VHF radios stopped working during departure; resulting in a diversion.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class G ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in cruise; the 582 Rotax engine lost power. Established a glide and followed appropriate engine failure procedures. Attempted three restarts but with no success. Made an uneventful; safe landing on a Golf Course. No injuries; no damage to either myself; the aircraft or surrounding area. The wings were subsequently removed and the aircraft was trucked to a repair station.




Synopsis: Pilot experiences an engine failure in cruise and a safe emergency landing on a golf course. No damage or injuries are reported.
Date: 201501
Local time of day: 0601-1200
Location: ZJX.ARTCC, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZJX
ATC / advisory: Center ZJX
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: When descending on the HUSTN 2 Arrival into CLT we were cleared from FL410 to descend to cross NAVEE Intersection at FL240. As we descended on the VNAV path through FL330; JAX Center (frequency 133.625) amended our clearance to maintain FL330. Since we were descending at 3500-4000 fpm; we advised JAX that we could not level at FL330; and asked for an amended clearance. He said 'Level off' in a frantic voice. We were able to level at FL320 and complied with this clearance. Then in a frantic voice the controller said 'Climb expeditiously to FL330'. I commanded 'AP off FDs off' which placed the auto thrust system into the speed mode and hand flew up to FL330. Hand flown is more expeditious then AP. In addition; both pilots reduced ND [Navigation Display] scales to 10NM and identified threatening aircraft at 10 o'clock and 5 miles on a converging course with us at our altitude. Due to thin air and rusty flying skills and separating from the other aircraft visually; I climbed then leveled off between 32;750 and 33;200. An aircraft passed immediately below us at FL320 during maneuvering. JAX Center controller acknowledged verbally that he 'Forgot about that aircraft orbiting.' The clearance to descend to FL240 should have been to descend only to FL330. Note: Other fields above could not be selected by me for additive information.




Synopsis: Pilot reports of Controller descending them to an altitude; then telling pilot to maintain an altitude they are at and going through. Pilot advises ATC and climbs up to specified altitude. Traffic is below their aircraft 1;000 feet. Controller forgot about the other aircraft orbiting.
Date: 201909
Location: SFO.Airport, CA
Aircraft: B777-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp SFO
Reporter organization: Air Carrier
Reporter function: Dispatcher; Ramp
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Ground Personnel
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Staffing
Primary problem: Human Factors

Narrative: Ramp controller gave instructions for Aircraft X at Gate XX to push on the South line after outbound traffic. The ramp crew was pushing Aircraft X on the South line when [tug] called the Ramp Tower and advised that whoever was pushing Aircraft X needed to stop because they were 1 ft. away from hitting the aircraft at Gate XY. Ramp control told Aircraft X to hold position right away. [Tug] reported back that they were about 1 ft. away from hitting Aircraft Y at Gate XY. Ramp control advised Aircraft X to continue their push and disconnect at engine start line. The separation was clear at that point. The tug pushing Aircraft X was a [company] tug; which means it was our ramp personnel pushing the aircraft to the South line. The wing walkers were not seen at this event. Everything continued back to normal but it was a very close near miss. [Tug] really helped the operation by advising the Ramp Tower and reporting that. Thanks to the move team for great team work!




Synopsis: Ground personnel reported a loss of situational awareness during pushback; resulting in a critical ground conflict.
Date: 202112
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
Contributing factors: Software and Automation; Aircraft
Primary problem: Aircraft

Narrative: While being vectored for approach into ZZZ. I asked the First Officer to execute an intercept course to the FAF as we were being vectored to just outside it. We were then turned further out. Once we were cleared for the visual I set the FAF altitude on the Mode Control Panel; and selected vertical speed to make sure we captured the localizer before intercepting the glide slope. Just as we leveled off at the FAF altitude of 1;600 MSL; ATC issued a Low Altitude Alert; and said to check altitude. At this time we were coming up on the FAF; and we were visual; so I continued and landed. No other alerts; warnings; or words.  After researching Low Altitude Alerts at the hotel I believe it was caused by my selected rate of descent of 1200 RPM; and it placed me below the glide slope. More than one lesson learned. In future I will ask the Pilot Monitoring to reload the approach; or just go-around; and setup for the approach again. Definitely would go missed if this was not a visual approach!




Synopsis: B737 Captain reported leveling at proper altitude and receiving a low altitude alert from ATC.
Date: 201912
Local time of day: 1201-1800
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
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 Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: I was the Captain and the Pilot Flying to ORD. We were in contact with Chicago Center and given a descent to FL270 and we were given a speed restriction prior to upset event of 270 knots. The aircraft ahead of us was a Boeing 747. The B747 was doing 300 knots or better to increase the separation. At the time of the upset; we were separated by 11 NM.Approaching the level off at FL270; approximately 200 feet above that altitude descending at a rate of 500 feet per minute we encountered some moderate buffeting characteristic of aircraft wake turbulence. Within about 1 second of the onset of the turbulence; the aircraft started to roll to the left and the autopilot was unsuccessfully struggling to counteract the roll. I disconnected the autopilot and the First Officer called out 'Upset'. We had entered the B747's right wingtip vortex.Heading changed by a few degrees to the left and we were out of the rolling moment just as quickly as we entered. The seatbelt sign was quickly turned during that event by me. After the event; we were about 50 feet above our level off altitude and I hand flew the level off. I returned the aircraft to course and reengaged the autopilot. The First Officer commented after the event that we reached about 35 degrees of left bank. I had the First Officer make a PA explaining the event to the passengers to help calm their fears they may have had. I made a report to Chicago Center that they flew us into the B747's wake turbulence. They apologized and offered me an offset if I wanted. I accepted and we setup 1 mile right of course. The B747 was given direct FYTTE shortly after the upset while leaving us on the FYTTE FIVE ARRIVAL to BHAWK to further increase lateral separation and reduce the possibility that we would fly back into his wake turbulence.




Synopsis: B737NG Captain reported an inflight upset occurred at FL270 descending into ORD 11 miles in trail of a B747.
Date: 201509
Local time of day: 0601-1200
Location: DEC.Airport, IL
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PC-12
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D DEC
ATC / advisory: Tower DEC
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: CMI approach controller cleared me for a visual approach to DEC Runway 24 at about 5 to 6 miles from DEC. He did not turn over communication. I queried him and he turned me over immediately. I was then just 3.5 miles from the field and in DEC airspace. A VFR Bonanza was on a left downwind turning base right at me. Tower told me to report 3 mile final and I stated already there. My TCAS started stating 'traffic' and I was trying to pick the traffic up visually. I spotted aircraft low and left and knew I could get behind him with a hard left turn. I think we came within 100 feet apart with no or little horizontal.I talked to DEC tower manager and they said at the very time I was calling they were receiving a call from CMI about a conflict report on their radar.I had noticed the controller seemed slow in speech rate and seemed to be getting behind the power curve with excess phraseology and no concern for timeliness. I had troubles even reporting on and used a faster speech rate hoping he would pick it up.  When talking to the DEC tower they said they also were having problems that morning with him being so slow in giving data to them.I do know that the letter of agreement was broken by not turning communication over to DEC tower at the point it states.




Synopsis: PC-12 pilot reported an NMAC in the pattern at DEC.
Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant; Person Maintenance
When detected: Aircraft In Service At Gate; In-flight
Result: Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Aft (B) Flight Attendant contacted cockpit on arrival at around 5;000 FT saying she smelled a chemical odor. She had briefly smelled it on takeoff but dismissed it until it came back on arrival. We completed landing and taxied to gate. On shut down odor occurred again; this time all main cabin and cockpit was able to smell it as well. We had deiced the plane on a previous leg but this was not a deicing glycol smell; although it could be smelled at times too. Write up was made and cabin odor report filled out. Mechanic came and began procedure to determine smell. Nothing was found at gate. Crew was checked by paramedics for possible medical distress but nothing was found at time of checking. Mechanic said that procedure requested a run up to see if we could determine odor. Pilots and Mechanic went out and took aircraft to run up stand and ran both engines separately at high power to see if odor would happen but it did not. Aircraft was taken to hard stand and shut down. On shut down of Engine Number 2 odor re-occurred. Company was notified that odor seemed to be coming from Engine Number 2 and was happening on ground at shut down. Crew was sent home. Possible leakage of engine oil or fuel into air conditioning; but not fully determined. Find way to prevent contamination of cabin air from engines or a way to trap fumes if they do come from engine. The Company seemed very thorough in procedure to find leak. There was a form to fill out and MOC was fully involved as well and assisted us. However; I do not know what outcome is for this event.




Synopsis: A321 engine oil was suspected of contaminating the aircraft bleed system and the cabin air after a flight attendant detected a chemical odor in flight and mechanics confirmed the odor after an engine ground runup.