elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Local time of day: 1201-1800
Location: SBN.TRACON, IN
Light: Daylight
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
ATC / advisory: TRACON SBN
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Troubleshooting; Distraction; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure; Human Factors
Primary problem: Procedure

Narrative: I was working the South High sector (at the R4 scope) which takes Midway traffic on two arrivals; sequences; descends and hands off to Chicago Approach. The radar scope next to mine (R3) was out of service due to a headphone jack not working.  One of our technicians was working on the jack.  She went into the back room to test something.  Without warning; a deafening squelch/tone was heard not only throughout the TRACON over one of the speakers; but also on the frequency I was using and directly into my ear through my headset.  I immediately removed my ear piece and put the frequency on speaker.  The technician came back into the TRACON and I informed her of what had just happened.  Her response was; 'Oh; I didn't know you had that keyed up.'  I left the traffic on speaker until the maintenance was completed in case it happened again.  After it was completed; I put my ear piece in the other ear because there was still a ringing sound on one side. I recommend tech[nicians] ask which frequencies are keyed up and being used before sending loud; ear damaging squelches and tones through them. It is damaging to hearing and disruptive to the controller working traffic.




Synopsis: SBN Controller reports of an audio jack that is out of service.  Maintenance works on the jack and while doing so a loud squeal emits from the frequency into the Controller's ear.
Date: 202103
Local time of day: 0601-1200
Location: GLS.Tower, TX
Flight conditions: IMC
Weather elements / visibility: Fog; 5
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D GLS; Class E ZHU
ATC / advisory: Center ZHU; Tower GLS
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Environment - Non Weather Related; Airport; Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On vectors from Houston Approach for the ILS 14 at GLS. Cleared to intercept the localizer from current heading maintain 2;000 feet. Tracking the localizer inbound at 2;000 feet was given a handoff to Tower. I wasn't cleared for the approach so I asked if I was cleared ILS. Was given clearance and switched to GLS Tower.The glideslope needle went active and I lowered the gear to follow the glide slope down. 400 feet later the glide slope needle flagged out and came in and out. I initiated a climb and realized I was outside of the final approach fix. This was a false glideslope.I climbed back to 1;800 feet and approached the FAF. The real glideslope came in and I completed the approach.I reported the issue via telephone to the Tower after landing.The late clearance from Center for the approach [was a contributing factor]. I didn't brief myself clearly enough on the minimum altitudes until the FAF. I had a big headwind so my internal timer felt right to be descending but the reduced ground speed I was still outside of the FAF.My reaction to realizing the issue was fast. I stopped my descent and started a climb quickly upon seeing the glideslope problems. I then identified the problem and what happened. Resumed the approach when everything was correct.




Synopsis: Pilot reported glideslope problems while inbound to GLS airport.
Date: 201906
Location: LLBG.Airport, FO
Flight conditions: VMC
Aircraft: Widebody; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Aircraft component: GPS & Other Satellite Navigation
Component problem: Failed; 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: Time Pressure; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
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 Overcame Equipment Problem; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airport; Aircraft; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: Approaching TVL cleared on GEFEN 1 C RNAV Arrival to Runway 26. Inbound started getting inertial warning then GPS out indications. ANP 1.2 out of tolerance. Requested radar vectors. Received heading and altitude 3400. Approached turned us inside LASRI. Then vectored a tight turn to final-through LOC course; during turn runway was visually identified. Turned off auto pilot intercepted final course selected vertical speed 900 down. Slowed aircraft with flaps; gear; target speed. Aircraft was fully configured above 1000 feet and stable before 500 feet. Landed. ECAS messages received on arrival ADS-l first; then ADS-R; then EGPWS out. Ran check lists. Reconciliation report received after landing indicated a horizontal limit was exceeded. We were VGR and on radar vectors; without GPS or EGPWS. El AL also reported GPS out and recommended radar vectors.




Synopsis: Widebody Transport Captain reported the GPS out indications on approach. Captain reported continuing approach on radar vectors to a visual approach.
Date: 202001
Local time of day: 0601-1200
Location: HOU.Airport, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B HOU
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Chart Or Publication; Procedure
Primary problem: Ambiguous

Narrative: The PDC gave us climb via the BLTWY6 SID except maintain 5;000 feet. The SID itself states top altitude 16;000 feet. 16;000 feet was briefed on the takeoff briefing pre-departure. On the climbout upon contacting Houston Departure; checked in around 2;200 feet in a left turn to 350. On the check in I stated 'Aircraft X 2;200 feet climbing 16;000 feet heading 350' to which ATC responded 'no maintain 5;000 feet' at this point we were about 3;000 feet and easily would make the 5;000 feet level off. ATC then told us to continue climb to 16;000 feet.  During the climb Houston then gave us a number to call. The Captain called upon arrival in ZZZ; he told me there was no deviation; they were just tracking these incorrect check-ins' because apparently it happens frequently. The Captain and I then went and talked to the [Chief Pilot] about the event. I would like to reiterate that there was NO actual altitude deviation at any time during this event [FAA Representative] informed us during the phone conversation that every jet receiving this and other departures out of HOU would receive on the PDC/Clearance to maintain 5;000 feet; with the SID published at 16;000 feet. This discrepancy is what caused the check in. If every jet out of HOU is going to be assigned 5;000 feet [then] change the SID to reflect that. Leaving a top altitude published on the SID with no intentions of having pilots climb to that altitude is creating an extra hole in the swiss cheese for flight crews to have to catch and mitigate.




Synopsis: Air Carrier First Officer reported that a commonly missed altitude restriction on the PDC is not published on the BLTWY6 SID; resulting in confusion.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Airliner 99
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Reporter organization: Air Taxi
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Climbing through 14;000 ft on vectors from ATC to join the 197 degree radial; I was alerted to a low oil pressure light on the annunciator panel for the left engine. I verified the pressure was indeed dropping. I called ATC; told him I had a low oil pressure warning and that pressure was dropping on the left side; and requested to return. The controller gave me vectors for a heading back and an altitude to descend to.About 3 minutes later; the oil pressure was continuing to drop and I decided to shut down and secure the left engine to prevent damage to both myself and the aircraft from an engine seize. I shut down the left engine while ATC gave me vectors for the right downwind. I completed the engine out; engine shutdown; descent; and before landing checklists. I then made a visual approach (right traffic) to the runway. Upon a successful landing; I declined further assistance from ATC and stated that I could taxi on my own. I was told to squawk 1200 and then I was given a taxi route to the south cargo ramp where I had originated from with emergency equipment following me to ensure a safe arrival.A company mechanic came out to inspect the left engine after I had parked and secured the aircraft. It was discovered that the oil dipstick had not been secured. The oil had leaked out through the dipstick tube and into the cowling; gear well; and out the upper and lower portions of the aft cowling attachment to the wing.I then completed and submitted a company irregularity report and notified the company director of ops; and all 3 chief pilots of the incident described above. Corrective actions were discussed and implemented to ensure this doesn't happen again.




Synopsis: BE99 pilot experiences low oil pressure on the left engine during climb out and advises ATC. Vectors back to the departure airport are received and the engine is shut down. Post flight revealed that the oil dipstick had not been secured and the engine oil was going overboard through the dipstick tube.
Date: 201906
Local time of day: 0601-1200
Location: A11.TRACON, AK
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ANC
ATC / advisory: TRACON A11
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: [Aircraft X] assigned the ANC8 SID climbing and making the right turn. The system initiated a Low Altitude notification. I issued a Low Altitude Alert to the pilot with an immediate right turn and climb. The pilot completed the turn/climb and entered a safer terrain environment. The ANC8 SID could include a DME arc as part of the procedure to give pilots a finite boundary not to cross. This could alleviate confusion about the wording of the departure. Some autopilots do not appear to fly the procedure in a safe manner. I believe the autopilot would better interpret a DME arc; instead of relying on the pilot to catch the footnote about required heading establishment.




Synopsis: A11 TRACON controller reported air carrier on ANCHO8 SID entered higher MVA resulting in low altitude alert.
Date: 201908
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Embraer Jet Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors; Company Policy
Primary problem: Company Policy

Narrative: ZZZ has posted multiple delays to this flight well past their 15 minute allotment per their manuals.




Synopsis: Dispatcher reported that a flight was delayed without Dispatch being notified.
Date: 201709
Local time of day: 0001-0600
Location: MKJK.ARTCC, FO
Flight conditions: VMC
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center MKJK
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Airspace Violation All Types
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We possibly flew through a closed FIR (Flight Information Region); as were unable to contact any ATC facility as we flew through the Kingston FIR. We departed on a routing that took us through the Kingston (MKJK) FIR on UR640. Approximately 3.5 hours prior to reaching the FIR boundary; we received a message from dispatch stating that MKJK was planning to close for the evening. Over the next hour; the dispatcher worked up a new routing to avoid the FIR; with the plan that we would request the new routing as soon as we reached Barranquilla (SKEC) FIR and confirmed that MKJK was indeed closed. While I was on break; the crew checked in with SKEC; but were told that MKJK was still open and accepting handoffs. They checked with dispatch; who replied that they had not received a NOTAM closing the FIR airspace after the initial advisory from MKJK that they were planning to do so. I returned from break as we approached the MKJK FIR boundary. I again re-confirmed with dispatch that they had no NOTAM closing the FIR; and SKEC handed us off to MKJK about 20 miles prior to the boundary. We attempted contact on the assigned frequency several times with no reply. As we continued into the FIR airspace; we attempted contact on every single ATC frequency listed in JEPP FD-Pro; including approach control frequencies; but still no response. We talked to a military aircraft; who also had no response on any frequency.After discussion; we decided that the best course of action would be to continue on our flight plan routing through the FIR and make contact with Havana as soon as we could reach them. We did make contact with Havana about 15 minutes prior to the FIR boundary; and continued normally. In total; we were in the MKJK FIR with no ATC contact of any kind for 47 minutes.The major concern is that we flew through closed FIR airspace; with the associated lack of ATC services and traffic separation. It seems; with the information I have; that Kingston failed to file the required NOTAM to formally close their airspace and Barranquilla; without the NOTAM; continued sending overflight traffic to continue into closed airspace. Without the NOTAM information; both dispatch and the Barranquilla FIR thought the airspace was still open.




Synopsis: B767 Captain reported flying through the MKJK FIR after it had been closed by the controlling agency without issuing a NOTAM officially closing the FIR.
Date: 201512
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Hail; Turbulence; Thunderstorm; Rain
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew FLC Overrode Automation; Flight Crew Took Evasive Action
Contributing factors: Weather
Primary problem: Weather

Narrative: In our descent from FL340 to FL290 we entered clouds at FL300. Passing through 29500 feet; we encountered very heavy precipitation/hail; severe turbulence and a large flash of light at the left side of the nose of the aircraft. We perceived this flash of light as a possible lightning strike. During the severe turbulence phase of the event; the aircraft pitched up (approx. 15 degrees) and climbed with a VVI (Vertical Velocity Indication) of 4600 fpm. The autopilot disengaged and control was manually taken over to correct attitude and altitude deviations. Auto thrust remained on and speed was manually selected. The flight landed uneventfully on a north flow into the airport. Walk around at the gate revealed hail damage to the nose of the aircraft. Aircraft was taken out of service for further inspection.


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


Synopsis: Air carrier flight crew reported encountering heavy rain; hail; sever turbulence; and a lightning strike. Aircraft landed uneventfully; but did sustain hail damage to nose cone.
Date: 201906
Local time of day: 1201-1800
Location: ORBB.ARTCC, FO
Flight conditions: VMC
Aircraft: McDonnell Douglas Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness; Distraction
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: ATC Equipment / Nav Facility / Buildings; Aircraft; Human Factors
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On Airway UM860; we simultaneously received a GNS 1 and 2 failure. The aircraft went to R/I nav. I suspected GPS jamming.




Synopsis: An air carrier pilot reported suspected GPS jamming.
Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, TX
Flight conditions: VMC
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During the before take off check we got a FLT CON light with an AUTO SLAT FAIL on the overhead panel. We requested a place to park and called Maintenance. I made a PA explaining the delay. After reviewing the MEL and receiving the copy via printer from [maintenance] we continued. After a normal takeoff; I lost vertical then lateral guidance on the flight director. While cross checking with the first officer's air speed and the standby indicator; and making sure we were climbing and at a correct speed; I deviated from the course for the departure. ATC gave us a heading. We continued the climb and [I] transferred control [since] the first officer's indications appeared normal. We started evaluating our inoperative indicators; planning on contacting [maintenance] at a safe altitude to look at our options (continue; land short for repair; or return). As we climbed through FL270 we started getting intermittent stick shaker with my airspeed tape turning red. We leveled off and requested a lower altitude. At this point we decided to return to [departure airport]. We contacted [local maintenance]. Sent messages to [maintenance] and dispatch. Passenger PAs were made. At lower altitude we had no stall warnings. We held west to bring the landing weight down. With the First Officer flying we had a normal approach and landing.


Second narrative: [Report narrative had no additional information]


Synopsis: A B737 flight crew reported experiencing multiple system anomalies that prompted their return to departure airport.