elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: IMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final 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
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Ground Equipment Issue
Detector: Person Air Traffic Control; Person Flight Crew
Result: Air Traffic Control Provided Assistance
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: On approach to [Runway] 34R at DEN and descending below 10;000; we had a total lost of our GPS signal.  We did not get it back the entire approach and landing. We notified ATC. We were on vectors to the ILS so it did not affect our flight. DEN ATC knew about the issue and were not issuing any clearances for RNAV approaches. Multiple aircraft were having the same issue. We also had an ADS-B reporting fault at the same time.




Synopsis: Captain reported loss of GPS signal and ADS-B fault.
Date: 201501
Local time of day: 0601-1200
Location: MDW.Airport, IL
Flight conditions: IMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Descent
Airspace: Class E C90
ATC / advisory: TRACON C90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Communication Breakdown; Other / Unknown
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: We were descending into MDW on the ENDEE 3 Arrival. Approach had changed our runway three times; which required us to reload and brief. Our last clearance was direct ENDEE. Approach asked if we were going to cross ENDEE at 6000 FT. I responded that we were not cleared to descend via the ENDEE 3 Arrival. Approach said that we were given clearance. The Captain hurried down to make the restriction. At 8000 FT we were at 285 knots. We made the altitude restriction but we were above 250 knots. When changing or runway; it usually changes the transition as well. This requires to reload and brief the arrival and approach. During this time; both of our heads were down when they needed to be outside looking for traffic.




Synopsis: B737-700 First Officer reports receiving three runway changes while descending on the ENDEE3 Arrival. The crew is queried by ATC as to whether they are going to make the ENDEE crossing restriction; which they do not believe they were assigned. The 6;000 foot crossing restriction is made at well above 250 knots.
Date: 202111
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Cessna 402/402C/B379 Businessliner/Utiliner
Mission: Passenger
Flight phase: Initial Approach
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Final on RWY 27 ZZZ. Select 10 degrees flaps for In Range Flow. Nothing happens. Before landing flow with gear down slowed into white arc; still no drag or increased lift felt. Selected full flaps approx. 300' AGL; flaps seem to begin working. I hear a loud pop on the left side and plane banks hard to the right as well. I maintain directional control; retract flaps and land with 0 flaps without issue.




Synopsis: C402 pilot reported a flap malfunction during approach to land.
Date: 201310
Location: SFO.Airport, CA
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: We contacted NorCal Approach descending into SFO. We were assigned the Quiet Bridge Visual to 28L. Since this approach is not in the database we asked for the FMS RNAV approach. NorCal said we could fly this but it would have to be to 28L since 28R was closed. We were high at the start of the approach but quickly got closer to the lowest altitudes on the RNAV approach. After descending to the lowest altitude on the approach; about 1;200 FT over the bridge; the Captain switched our approach to the 28L ILS to give me backup navigation since it was night time VFR. At that point the FD kept showing a descent as I was trying to level off at 1;200 FT until the last point on the RNAV (approximately over the bridge). The autothrottles were not adding power even though I was pulling back on the stick trying to level off. This resulted in us descending slightly below the last altitude of 1180 as I was trying to move over to the 28L. At that point I got a 'glideslope' alarm from the aircraft (GPWS). The FD was trying to get me to go lower even though the VASI was showing that I was below the glideslope already. I leveled off and caught both the localizer and glideslope. We landed with no further incident.




Synopsis: A320 First Officer reported several autoflight anomalies on a night visual approach to SFO that; if uncorrected; would have taken the flight into a CFIT situation.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Caravan 208B
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Communication Breakdown; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I heard Tower clear me for takeoff [and] I read back instructions. On the takeoff roll Tower instructed me to make left turn; as I began the turn I saw [an air carrier aircraft] on the converging runway taking off. [I] turned to avoid; as Tower told me I was not cleared to takeoff.


Second narrative: There were at least three causes for this event:1) While taxiing the PIC was quietly verbalizing the pre-takeoff checklist; and it was during this time that we thought we heard the clearance. 2) When the PIC read back the clearance as: '[flight number] cleared for takeoff;' the Tower did not correct him. 3) The [air carrier] flight number was similar [to our flight number].A recurrence can be prevented by more clearly reading back a clearance when in doubt; by not accepting takeoff clearances until after the pre-takeoff checklist has been completed; and by the Tower listening closer to readbacks.


Synopsis: C208B flight crew reported a NMAC shortly after takeoff when they took a takeoff clearance meant for another aircraft with a similar call sign.
Date: 202001
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: VFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: I was in ZZZ on the flight before fueling on the ramp for my flight when the fuel truck broke down while fueling our right wing. The station manager came up and advised me of the situation and told me that they were going to get a new truck. They came back and fueled our plane and I continued to our destination without event. Later that day I returned on the event flight when I was 14 minutes away from ZZZ the right engine surged several times. I looked at the engine instruments and they were indicating nominal. There was a perceived loss of power temporarily as the RPM gauge dropped and the manifold fluctuated for the right engine. I pulled out the QRH for engine failure in flight and prepared for a engine failure. I advised ARTCC of the situation out of precaution. I advised SOC; and station ops that trucks would follow us to the ramp. Once I was on the ground I advised my passengers of the situation talked with ARFF; maintenance manager; Dispatch; station OPS; and Station Manager. I made a maintenance log book entry and talked to the maintenance chief in ZZZ about the situation and suspected fuel contamination.The flight prior to the incident the fuel truck that was fueling our airplane broke down and was unable to pump fuel after fueling our right wing. They replaced the truck with a new one and continued fueling operations. My suspicion was the fuel truck break down caused contaminated fuel that became apparent only hours later. Consider sumping the fuel after approved fueling operations if there is a fuel truck break down during fueling of the airplane.




Synopsis: Air carrier pilot reported that while on approach; the right engine surged several times followed by a temporary loss of power. The pilot reported that during fueling before the flight the fuel truck broke down and was replaced by a different fuel truck which possibly contained contaminated fuel.
Date: 201312
Local time of day: 1201-1800
Location: CRQ.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class D CRQ
ATC / advisory: Tower CRQ
Second aircraft: Cessna Citation Undifferentiated or Other Model
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Procedure; Aircraft
Primary problem: Aircraft

Narrative: I was on the ground holding short of Runway 24 at Palomar Airport (CRQ) and called Tower to request a right downwind departure on Runway 24 for my VFR flight north. I received clearance for a right downwind departure on Runway 24 and acknowledged this clearance and rolled onto the runway and took off. I heard static and poor quality radio transmissions whilst I was upwind on 24 and turning crosswind and eventually downwind. I reported this but still received only static on my radio. Finally; while I was abeam midfield on right downwind; an audible call came through which asked me to turn southbound immediately; I copied this ATC instruction and turned south. I saw the traffic; a Citation jet; whilst turning to the south and maintained visual separation. The pilot of the Citation announced that they were in a RA climb and that they had me in sight. The near miss was resolved at the moment when I began my evasive turn southbound and when the jet began to climb to a higher attitude. I later learned after calling the Tower upon the completion of my flight and listening to the ATC recordings online that during my climb into the right pattern for Runway 24 that the static and inaudible transmissions that I couldn't hear was when the Citation jet called in to announce their position and the Controller asking them to enter right downwind for Runway 24 as they were inbound. Tower asked me; after establishing contact with the Citation; to make a left downwind departure instead and that the Controller would call my northbound turn. Ultimately; I believe that this incident would have been averted if two way radio communications were able to be established during my takeoff roll or even the initial climb out whilst still on upwind. Therefore; it is my view that it was the momentary radio malfunction which put my aircraft in such close proximity to the Citation jet.




Synopsis: DA40 pilot on a right downwind departure experiences a NMAC with a Citation jet joining the right downwind at the Tower Controllers direction. The Tower's initial instructions to the reporter had been changed to a left downwind during takeoff but were heard as static on the reporters radio.
Date: 201412
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: At departure time; the [Ramp Manager] called in inquiring about flight being displayed as an illegal aircraft; [Ramp Manager] could not finalize the cargo load plan. Load Planner advised of tail heavy safety breach and gave the directive to the [Ramp Manager] to remove 1314 LBS of cargo from the aft compartment PIT6. In addition; the Load Planner readjusted the staging guide manifest by removing the 2 items of cargo at 1314 LBS and the auto finalization process. I advised the Load Planner to standby for the final call from the [Ramp Manager] advising that the cargo had been removed. While observing the Load Planning system; we noticed that ramp had finalized the staging guide manifest 3 times assuming that the freight had been removed from the rear of the aircraft. Final weights were sent. After flight departed the [Ramp Manager] called advising of non-removal of cargo--1314 lbs. He conveyed that he was cleared by his ramp supervisor advising him that the station ops coordinator relayed to him that the flight dispatcher and flight crew had worked something out and were good for takeoff. For this reason; the [Ramp Manager] reconfirmed that the cargo was never removed keeping the aircraft beyond a safety breach status. The Operations shift manager; Company Load Planning shift manager; Ramp supervisor and the flight dispatcher were advised of the occurrence. Clarification was sent in after the ramp supervisor reiterated that the cargo was never removed from the aircraft. Flight took off with a tail heavy safety breach along with a 1314 lbs weight change. Communication is essence between our different types of frontline entities; in particular when confronted by such occurrences.




Synopsis: Dispatcher reports an aircraft departing with 1;300 pounds of cargo in the aft pit that was to be removed to comply with aircraft C.G. limits. Miscommunication between the parties involved allowed the aircraft to depart without the cargo being removed.
Date: 201710
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 500 AGL; we got a momentary Master Caution light and a flicker of light in the Number 1 Fuel Handle. Caution went away after being on for only a second. FO checked engine parameters and all was normal. Proceeded with landing safely without incident. After clearing runway; we turned northbound on taxiway upon which we got a level 3 Engine Number 1 Fire indication with aural warning; Master Caution; Fire Warning and illuminated Number 1 Fuel handle. Stopped aircraft and completed Phase 1 with associated throttle pulled to idle. Captain alerted ground to roll the fire trucks while FO pulled out the QRH and proceeded with the Engine Fire/Severe Damage checklist. The only indication of fire was the lights; cautions and warnings. The Fire trucks had not arrived yet for a visual check. All engine indications were normal. We proceeded with the QRH checklist anyway and secured the Fuel Lever for Engine Number 1; and dispensed the Number 1 fire bottle. After 30 seconds per QRH and with continued fire indications the Number 2 fire bottle was dispensed. The fire trucks arrived and visually inspected the engine and informed us that there were no indications of fire on the engine. At that time the fire alerts; warnings and cautions disappeared. Total elapsed time was about 6-7 mins. With all information indication there was no more fire; we elected to taxi the aircraft to parking with fire trucks in tow. Made it to the gate with no further incident.




Synopsis: MD-11 First Officer reported observing a momentary engine fire warning just prior to landing. The landing was completed normally; however during taxi the engine fire warning resumed and the engine was secured.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Aircraft: Citation I (C500)
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: A Citation I on direct flight. I was advised to re-route aircraft because Center could not descend aircraft. Medivac flight 300 miles from destination and I was being informed that a Sector; 6 sectors away; could descend aircraft; how would they know what traffic they had at that time? After I gave the route change the next sector 60 miles away gave the aircraft direct the airport again. It was an embarrassing situation being informed by management to give 'much needed routing' to an aircraft only to look like a fool and have the next sector take it away. The flight was a medical emergency; the whole reason to be called MEDIVAC [is so] aircraft has PRIORITY. There is no reason to move an aircraft for traffic that 'might' exist later.




Synopsis: Enroute Controller voiced concern regarding the handling of a MEDIVAC aircraft; providing an example of the confusion that existed in one such operation.
Date: 201707
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: Chancellor 414A / C414
Operator: Air Taxi
Operating under: Part 135
Flight plan: None
Mission: Passenger
Flight phase: Parked
Aircraft component: Fuel
Component problem: Improperly Operated
Reporter organization: Air Taxi
Reporter function: Pilot Not Flying
Human factors: Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The aircraft was fueled by the [airport] FBO. The tanks were checked after and appeared to contain 100LL. After Takeoff abnormal indications were observed by the pilot flying and pilot observing. High CHT temps were the main concern. Power was reduced and airspeed was increased to remedy the problem. There was no change. The pilot observing requested to see the fuel receipt from the pilot flying. The receipt indicated that the aircraft was fueled with Jet A. The pilot observing who the more experienced pilot is; was called for the controls and took over the aircraft. The aircraft was immediately turned towards [a diversion airport]. Approach was notified. The crew switched to the aux tanks which contained uncontaminated 100LL. The aircraft safely landed. The crew and passengers were unharmed.


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


Synopsis: The flight crew of a C-414 reported that the aircraft was fueled using 'Jet A' instead of 100 LL fuel.