elihoole/asrs-aviation-reports huggingface dataset:
Date: 201407
Local time of day: 1801-2400
Location: VHHH.Airport, FO
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Airspace: Class B VHHH
ATC / advisory: TRACON VHHK
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: ATC Issue All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Flight to VHHH proceeded according to plan and procedure until encountering a non standard approach clearance from VHHK Radar.  The flight was initially told to expect the Sierra 1G arrival and was subsequently changed to the Sierra 6D arrival.  The non pilot flying made adjustments to the FMC.  Both pilots conferred with the appropriate charts confirming the routing.  The pilot flying noticed a route discontinuity and closed it advising the non pilot flying.  The briefing anticipated radar vectors to final; which occurs 99.999% of the time at VHHH.  The Final Controller cleared flight for the approach to 25R by the 'full arrival'. The non pilot flying questioned the Controller regarding the clearance.  The Controller repeated the same non standard terminology.  The pilot flying stated that he wanted the flight to navigate to final via LNAV.  Immediately following the TD fix the Controller canceled approach clearance and vectored the flight to final claiming non standard routing.  Another flight following us also questioned the non standard approach clearance phraseology.  Evidently; the Controller wanted us to fly the TD transition; but never stated this.  The flight concluded safely.




Synopsis: B747 Captain reports confusion transitioning from the SIERA 1G arrival to the ILS Runway 25R. The crew is cleared by ATC for the ILS Runway 25R via the full arrival; which the crew does not comprehend. Ultimately the Controller issues radar vectors to the 25R ILS.
Date: 201504
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Duchess 76
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Situational Awareness; Confusion; Distraction
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was on a straight-in final approach and the gear warning horn sounded because I had pulled the throttles back. That prompted me to perform the before landing checklist 2 miles from the airport and I vocalized it as I performed it; including 'gear; down.' The approach was not ideal and I was concentrating on correcting the slope and speed all the way down and forgot to verify the checklist. It got to the runway and I heard a scrape; then the gear warning horn and realized the gear had not come down and thought I hit the belly. I initiated a go-around; and am 80% sure I recycled the gear; left them down and landed the plane safely. On the ground; after engine shutdown; was when I noticed the propellers were bent. No further damage was observed in the post flight inspection.




Synopsis: A BE-76 pilot executed a go-around when he realized the aircraft was touching down without the landing gear extended. Propeller damage was seen after landing.
Date: 201812
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Fog; Icing; 1
Light: Night
Aircraft: Turbo Commander 690 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise; Initial Approach
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Autoflight System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport
Contributing factors: Weather; Aircraft
Primary problem: Aircraft

Narrative: Aircraft had a recent avionics upgrade Garmin 650; G750 and Auto pilot.Filed ZZZ direct ZZZZZ [then to the destination] 11;000 feet. Departed ZZZ weather was 500 overcast and 1 mile visibility. Takeoff and departure was uneventful other than Icing conditions enroute (all anti ice was on) at approximately 25 miles from ZZZZZ intersection Center inquired about my altitude stating I was 300 to 400 feet high with the correct altimeter setting; I reset the altimeter which corrected the problem; shortly after that the Autopilot disengaged causing the aircraft to yaw hard. Hand flying the aircraft I contacted Center about the Autopilot and request to return to ZZZ. After completing the turn towards ZZZ it became apparent that I was having a problem trimming the aircraft for level flight; which wanted to pitch downward even after adjusting the trim wheel which was stiff to turn. During this time period ATC notified me of low altitude and to take immediate action which I did; holding the aircraft in level flight. I tried engaging the autopilot which would nose over abruptly. With not being able to trim the aircraft properly I was having difficulty maintaining heading and altitude; while trying to program the GPS for the approach into ZZZ. I had to go missed due to low visibility I then diverted to ZZZ1. I continued to have difficulty holding altitude and programing the GPS while enroute to ZZZ1. Tried the autopilot again which still nosed the aircraft downward. Flying into IMC and icing conditions at night with not being proficient with the new avionics contributed to not being able to maintain altitude. Not sure about mechanical issue other then I think the trim tab deice was not working properly causing the trim issues.




Synopsis: AC690 pilot reported autoflight and flight control trim system malfunctions during hazardous weather resulting in weather diversion.
Date: 201211
Local time of day: 1801-2400
Location: MSN.TRACON, WI
Aircraft: Falcon 2000
Flight plan: IFR
Flight phase: Descent
Airspace: Class C MSN
ATC / advisory: TRACON MSN
Second aircraft: Regional Jet 700 ER/LR (CRJ700)
Reporter organization: Government
Reporter qualification: Air Traffic Control Fully Certified
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Falcon 2000; inbound from the west; cleared Visual Approach Runway 18. Told Falcon 2000 to keep speed up; number 1 [for approach]. Still at 7;000 FT. 12 west of the airport; re cleared Visual Approach; a hint that he should start his descent and shipped to Tower. CRJ700 being vectored in from the southeast; number 2; turned northbound to allow Falcon 2000 time to descend. Spacing started to look good so CRJ700 was cleared visual Runway 21. Falcon 2000 turned northbound unexpectedly as he's too high for the runway. CRJ700 was canceled Visual Approach maintain 4;000 FT. [Issued] CRJ700 a 270 vector heading for Visual Approach to Runway 18 for the sequence. Called Tower on the land line told Falcon 2000 to turn inbound. Falcon 2000 failed to respond; CRJ700 turned north to avoid conflict; issued traffic; calls Falcon 2000 in sight; told to maintain visual separation; cleared Visual Approach Runway 18. CRJ700 acknowledged. Mistakes: assuming the pilot would fly a normal descent profile to a right base. Training in progress on Local Control [therefore] response time to Falcon 2000 delayed. Extra distractions; an F-16 exercise involving circling a C-172; inbound; they were number 3; but C-172 was unsure about his descent profile. Vector sequence on what is shown on RADAR; not on anticipating pilot behavior.




Synopsis: MSN Controller described an unexpected turn by an inbound corporate jet after being cleared for a Visual Approach; requiring additional vectors to a succeeding aircraft.
Date: 201412
Location: ZZZ.Airport, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: Parking at the gate; we were advised that we would be parking with APU off. After setting the parking brake we waited for the GPU to come online. We received the 'chime' from the ground crew but we were showing that no power was connected. I attempted to get our marshaller's attention. That was difficult to do because the attention was on the ground crew. Finally I was able to give hand signals that we had no ground power. The marshaller then attempted to communicate with the ramper who was in charge of the GPU but also had difficulty because of the noise level from the engine. Finally after about 2 minutes power was established and the engine was shutdown. During this time I was not sure about the safety of the other rampers as the engine was running longer than normal.




Synopsis: A B737 Captain; was advised not to start the APU on arrival. Captain grew concerned when the ground crew was unable to connect ground power; while the engine continued to run to provide power; thus; providing a hazardous working environment for ground crew.
Date: 201504
Local time of day: 0601-1200
Location: MDPC.Airport, FO
Flight conditions: Marginal
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON MDPC
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
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: Approach had cleared us to 3000 FT approaching AGNAL fix for RNAV RWY 08. Terrain mapping was on but was not painting terrain in the area. Broken cloud conditions with good visibility underneath. We were both familiar with approach and terrain. Terrain 'pull up' warning suddenly activated so we climbed to 4000. Went back to 3000 by AGNAL and continued approach.Terrain mapping function seemed to not be functioning properly. No terrain was painting when sudden warning occurred.




Synopsis: A319 First Officer reported receiving a false GPWS terrain warning on approach to MDPC.
Date: 201508
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Time Pressure
Anomaly: Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: I was dispatched with 19 minutes worth of extra fuel. However because of a step climb that was held to a lower altitude longer than planned; and a shorter time at cruise altitude along with a significantly earlier than planned step descent my flight was now burning into our extra gas.Around the HELON intersection we were vectored off course for several minutes due to spacing on the arrival. This vectoring occurred at a lower altitude than we were planned to be at and were burning significantly more fuel than was planned to be using at the time. When we were then placed back onto the arrival we were showing less than 5 minutes of extra fuel before burning into reserves. At that point I ACARS'ed the dispatcher and told him I would declare minimum fuel if we received any more excess vectoring. Thankfully when we switched to New York approach we were able to request runway 11 and land without having to fly the full downwind and full approach to runway 4R.




Synopsis: Air carrier pilot reported that he was close to declaring minimum fuel because of inadequate reserves and unrealistic flight planning combined with arrival vectoring.
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm; 0
Light: Night
Aircraft: Citation III; VI; VII (C650)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pitot-Static System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Human-Machine Interface; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: We experienced a slow degradation of the Captain's pitot static system. Eventually we experienced a partial shutdown of the First Officer's pitot static system. Our first indication was that the autopilot acted as if it was in a mountain wave but we were over the ocean above weather. The First Officer's instruments initially helped us get back on track but as we noted on our iPads using a Stratus S2 with synthetic vision that those instruments were suspect too. Using pitch power and the iPad for vertical speed monitoring and not doing anything aggressive; we descended out of RVSM altitudes. Somewhere around FL220 we regained first the copilot's side and then the captain's side. An uneventful final descent and landing followed.

Callback: The reporter stated that at FL410 they noticed the pitot/static system had an issue. They received warnings for the airspeed; altitude; vertical speed; and the autopilot. They disconnected all auto functions and hand flew the aircraft. The airspeed was indicating Mach .91 and all the indicators were completely unreliable. They finally regained control and some indication by FL220. They used an iPad for vertical speed monitoring.The reporter stated that prior to this flight the aircraft had been washed by a contract service. After the flight they found soapy water in the pitot/static system. After the wash; the pitot/static plumbing was not drained and may not have been covered while being washed. The pitot/static drains are not easily accessible. To gain access to the pitot/static drains; it's required that Maintenance removes panels on each side of the aircraft.



Synopsis: CE650 Captain reported a loss of all pitot-static instruments during cruise.
Date: 201411
Local time of day: 0001-0600
Location: HIO.Airport, OR
Flight conditions: VMC
Aircraft: Small Aircraft
Flight plan: VFR
Flight phase: Landing
Airspace: Class D HIO
ATC / advisory: Tower HIO
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Distraction; Situational Awareness
Anomaly: Other LASER
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Aircraft X was in right traffic for RWY 31 doing touch-&-gos.  On the second approach; the flight instructor reported an unauthorized laser illumination event 1NM final; 800MSL; green.  I asked the pilot if they wanted to switch to right traffic runway 20 to avoid the area where the event occurred.  The pilot advised if they received a second laser event (which would be their 3rd approach); they would request runway 20.  On the 3rd approach the same laser event at the same location occurred.  On the up wind; for what would be the 4th approach Aircraft X requested and landed runway 20 without incident.  I believe the pilot mentioned there were 3 persons on board (including himself) with no injuries.  The Controller In Charge (CIC) followed the order in our emergency binder and notified all concerned including local law enforcement; filled out an MOR; and all positions broadcast the information as required in 7110.65.




Synopsis: HIO Controller reports of an aircraft in the VFR pattern that reported multiple laser illuminations while on final.
Date: 201207
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Cessna Citation Sovereign (C680)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Shortly after takeoff; unusual smoke and odor came through WEMAC vents with the APU off. Notified ATC of problem and elected to return to our departure airport. Leveled off aircraft and smoke seemed to stop. Pilot not flying had time to run part of checklist; shut off left bleed source which seemed to stop odor. [We] landed without further event.




Synopsis: A Citation flight crew returned to their departure airport after unusual smoke and odors were detected emanating from the air conditioning vents.
Date: 202201
Local time of day: 1201-1800
Location: D01.TRACON, CO
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 B DEN
ATC / advisory: TRACON D01
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Time Pressure; Human-Machine Interface; Distraction; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Overrode Automation
Contributing factors: Aircraft; Software and Automation; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: During the descent into DEN on the NIIXX 3 RNAV arrival we received ECAM messages for the loss of ADSB-1 and 2 RPTNG passing through approximately 13;500 feet in the vicinity of BSTON waypoint.  While continuing our descent we lost GPS-1 signal at about 11;500 feet and then GPS-2 signal at about 7;500 feet.  We assume that this was due to 5G interference.  We reported these items to DEN Approach and submitted the appropriate error maintenance codes.


Second narrative: During the descent into DEN on the NIIXX3 RNAV arrival we received NAV ADS-B RPTG 1 and NAV ADS-B RPTG 2 ECAM messages passing through approximately 13;500 feet in the vicinity of BSTON waypoint.  While continuing our descent we lost GPS-1 signal at about 11;500 feet and then GPS-2 signal at about 7;500 feet.  We assume this was due to 5G interference.  We reported these to ATC (DEN Approach) and submitted the appropriate error codes to maintenance.


Synopsis: Air Carrier Pilot Crew reported a loss of GPS signals and navigation jamming  on arrival into DEN. The pilots reported the interference to DEN ATC and the error codes to maintenance. The pilot crew believes it was possible 5G interference.
Date: 201204
Local time of day: 0601-1200
Location: IAH.Airport, TX
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: Tower IAH
Aircraft component: ILS/VOR
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: Coming in on approach to [Runway] 26L; the Air Traffic Controller asked us if we were on course. I said we were intercepted. At the same moment I noticed the localizer deflected 1/2 deflection; and said we were correcting back on course. The Captain kicked off the autopilot and got us on course the rest of the way. We had the right frequency in the whole time. After getting on the ground; the Captain and I had Maintenance check the localizer signal because the FMA showed the localizer as captured; but we noticed the needle went half a deflection. Maintenance said he had other crew with localizer issues at IAH airport previously. The localizer showed intercepted on the FMA; so we weren't sure why the localizer deflected. We might have been able to correct the course sooner; but we noticed the localizer deflection; while captured; as the Controller mentioned it to us. Monitor the localizer and correct sooner.




Synopsis: CRJ700 First Officer experiences a localizer deviation with the autopilot engaged that is brought to the crew's attention by IAH Tower. The autopilot is disengaged and the approach is manually flown to landing.