elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 1801-2400
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; 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: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: While on the LAWGR3 STAR into DEN; we heard two other aircraft report loss of GPS signal.  Then approximately after YUPEE we lost both of our GPS signals.  Our navigation accuracy slowly degraded; to the point we lost terrain displays while in IMC; which is a little concerning near the Rockies.  We regained the GPS signals outside and perpendicular to the DORRY waypoint on the ILS.  By that short time our RNP accuracy degraded from 0.03 to 0.31.  After regaining GPS coverage outside DORRY it quickly came back to 0.03 accuracy.  When cleared for the approach and inside of DORRY the GPS signal dropped again; but since we were established on the ILS was not a big concern.  Had we been on the RNP we would have been unable to accomplish the approach.  We heard another type aircraft report another anomaly and are guessing that this is a 5G interference issue; but not sure.




Synopsis: Air carrier First Officer reported loss of GPS signal on arrival into DEN; possibly related to 5G interference.
Date: 202104
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew; Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Physical Injury / Incapacitation
Contributing factors: Company Policy; Human Factors; Procedure
Primary problem: Procedure

Narrative: While deplaning in ZZZZ we we're notified via the ramp interphone that the ground crew were going to spray the cargo bins with pesticides as per our 10-7 page. We operated Aircraft X the previous day and studied the 10-7 pages prior to our international flight. Knowing that the forward cargo vent fan would introduce the pesticide to the recirculation bay; I wanted to remove any risk of the recirculation fans from circulating the pesticide through the cabin by turning of the fans prior to the ground crew spaying the cargo bin. That seemed to work as none of the crew noticed anything on that day. Unfortunately; Aircraft X today we repeated the same process but we believe the ground crew began to spay the pesticide as we were being notified. We turned off the recirculating fans but; immediately my First Officer and I noticed a strong odor that we believed to be the pesticide. The aircraft was in the process of being deplaned and the main cabin door was open. As I exited the flight deck I didn't notice the strong smell as I had in the flight deck. After everyone was off the aircraft and the crew was outside the airplane we discussed the incident with our flight attendants and they did notice a smell in cabin. A couple of minutes later I did develop an upset stomach that lasted for a couple of minutes. My First Officer reported a slight headache. After about 10 to 15 minutes later I was feeling well again and my First Officer said he too was felling better and was able to perform all duties. Our flight attendants never reported any adverse effects. The next flight was conducted without incident. I recommend additional coordination with the ground crew to make sure that the spraying doesn't commence until the recirculating fans are turned off. I also recommend that deselecting the recirculating fans become a recommended practice when pesticides are introduced to the forward cargo bay.




Synopsis: EMB-175 Captain reported a fume event during arrival deplaning due to ground crew spraying the cargo bins without previously notifying the fight crew. Flight crew experienced temporary physiological symptoms.
Date: 201205
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First Officer flying: Speed approximately 230 KTS; flaps 1 were called for. Flaps stopped between 0 and 1 with an EICAS 'TE FLAP ASYM.' Vectored off to the west; ATC set us in a box pattern. [We] completed all checklist items; performance; and Runway limits. Talked to Dispatch and Maintenance; decision was made to proceed to our filed destination. I declared an emergency; I became the pilot flying and landed without incident. Airplane weight approximately 173;000 LBS; Ref 163; Bug 170 with the 14 KT wind.




Synopsis: A B757 EICAS alerted TE FLAP ASYM after flaps 1 was selected so the crew declared an emergency; completed all the checklists and landed at the filed destination.
Date: 201902
Local time of day: 0601-1200
Location: CHD.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
ATC / advisory: Tower CHD
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: My aircraft was 'cleared for take-off on Runway 22R; right turn approved.' As soon as I pulled onto the runway; the shadow of another aircraft came over mine traveling in the same direction; then I spotted the aircraft above mine.  The other aircraft had apparently moved to the left edge of the runway as an evasive action. I stopped immediately; and told Tower I thought I had been cleared for take-off. Tower advised me to hold position (which I was already doing.) The other aircraft then continued his landing; and cleared the runway. Then I was; again; cleared for take-off.  I do not know why I was cleared for take-off the first time with another aircraft on short final. Suggest greater attention to detail on the part of the controller. The path from the run-up area to the edge of the runway left me at a 45 degree angle to the runway and looking left and up was impossible in a high wing plane.




Synopsis: GA pilot reported being cleared for takeoff with another plane on short final.
Date: 201512
Location: CRQ.Airport, CA
Flight conditions: Marginal
Weather elements / visibility: Fog; 10
Light: Daylight
Aircraft: Small Aircraft
Operator: FBO
Operating under: Part 91
Mission: Training
Flight phase: Final Approach
Airspace: Class D CRQ
Aircraft component: Microphone
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Distraction; Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I had requested an extended downwind for instruction and was told to expect that. I was told to turn base within a mile; I turned base; and began teaching my student. During this process; I missed a transmission from ATC telling me to turn base or extend the downwind; which is confusing because we began our base turn. We then saw traffic and maintained visual separation. I then acknowledged ATC and began with the new sequencing. Then we began to hear a stuck mic that blocked communications intermittently for the remainder of our final approach. ATC assumed this stuck microphone was us and that we were having communications issues. I believe this occurrence could have been avoided with better radio communications. My mistake was talking too fast and ineffective situational awareness to the controller's expectations. The controller could have helped by being more clear with initial transmissions.Ultimately; the stuck microphone was a large factor in this occurrence. Being unable to clarify with ATC made situational awareness difficult.We were able to maintain VFR requirements safely the entire flight.




Synopsis: A flight instructor reported a near-mid-air-collision in the CRQ airport traffic pattern due to communication issues with ATC.
Date: 201504
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain; Snow; Icing; 10
Light: Night
Aircraft: SA-227 AC Metro III
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was departing on a cargo flight. The departure time was delayed due to adverse weather [at destination]. After departure; eastbound around 10;000 MSL; I heard a bang from the right side of the aircraft. When I heard this noise; I also noticed a loss of power; a yawing of the aircraft and engine fire indications. After going through the 'engine fire; inflight' flow and checklist; I notified ATC and I determined it was a better idea to divert to rather than try to get back into [the departure airport]. I received vectors to ILS runway 11 and landed the aircraft without further incident.




Synopsis: A SA227 Captain experiences an engine failure climbing through 10;000 feet; followed quickly by an engine fire warning. The engine is shut down and the flight diverts to the nearest suitable airport.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Approach
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Hydraulic Main System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach; we lost the green hydraulic system. We entered holding to complete the non-normal procedure and get fully configured. We also requested a longer runway and emergency equipment. The landing was made to a full stop because of loss of normal brakes and nose wheel steering. We were then towed to the gate.


Second narrative: We experienced a mechanical failure (HYD G SYS LO PRESS) upon our descent into ZZZ on the ZZZZZ1 Arrival beginning approximately outside ZZZ waypoint. I was Pilot Flying; the Captain followed appropriate ECAM actions and checklists following company procedures. We advised ATC based on this ECAM considering our location and situational aspects.  We elected to hold over the final approach fix for GPS approach to Runway XX while we completed all of our necessary actions in the interest of safety. Upon completion of these duties; we exited the hold; completed approach and landed successfully coming to full stop on the runway. Based on the mechanical condition of the aircraft as result of systems lost from hydraulic system; we coordinated with company operations to tow us in due to loss of nose wheel steering and deplaned normally. Mechanical malfunction (HYD G low pressure) ECAM.


Synopsis: A320 flight crew reported the loss of the green hydraulic system resulted in a precautionary landing and a tow to the gate.
Date: 201307
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 140
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Observer
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On my way home my right door popped open. I tried to close it; but could not. There was some tail buffet and I slowed down to try and relieve that. I was near [an] airport and decided to land to close door. There were two other aircraft in or near the pattern. I announced I was entering the pattern to land and it appeared that I was number three. I looked in vain for the aircraft that was ahead of me; but I could not make a visual! I saw the number 1 aircraft turn base -- but still could not see the aircraft in front of me! I heard the number 2 aircraft announce turning base and still no visual! I flew a long down wind then announced I was turning base -- I still did not have a visual of the number 2 aircraft. I was somewhat high and had a steep approach and still could not see the number 2 aircraft (a Cessna 140). When I started to flair a voice on the radio said; 'low wing pull up your going to crash!' I did immediately -- I still did not see the number 2 aircraft. I was somewhat shaken and decided to continue on my way to home base; where I landed. It was not until today that the owner of the Cessna 140 contacted me and told me how very close the near miss was! At no time did I have a visual of the number 2 aircraft (Cessna 140). I did see the number 1 aircraft; also a Cessna; turn base. All aircraft in the pattern in radio contact. I believe at one point I asked the number 2 aircraft his position; but still could not get a visual. This near miss was from reports very close! I did not see it! I am forever grateful to the person on the ground -- who used his head and radio and helped avert a catastrophe! How could this have been avoided? I should have gone around when I did not see a visual! I should not have assumed that I had enough space from the preceding aircraft. The fault was mine entirely.




Synopsis: LSA pilot reports an NMAC with a C140 on very short final. The potential collision is detected by a pilot on the ground who calls for the reporter to go-around.
Date: 201511
Local time of day: 1201-1800
Location: D01.TRACON, CO
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Dusk
Aircraft: MU-2
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E D01
ATC / advisory: TRACON D01
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: I was being vectored to the final approach course. The autopilot was not capturing the localizer or the GS. I was fixated on getting the autopilot to work with the autopilot and should have hand flown the course. I was below the GS and the Controller called for my altitude; I recognized I was below [the glide slope; but I] had the visual and called for the visual approach which was granted and I switched to Tower; landed Runway 30 no further incident.My corrective action is to be set up sooner for the ILS; and if the autopilot is not cooperating then recognize and switch to manual sooner.




Synopsis: MU2-26 pilot reported a malfunctioning autopilot distracted him enough that ATC alerted him to a low altitude situation on approach to APA.
Date: 201503
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: A-1 Husky
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Passenger
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Training / Qualification
Anomaly: Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Other landing roll
Result: Aircraft Aircraft Damaged
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: I ground looped Husky damaging the tailwheel assembly and right wing tip as a result of losing directional control. According to NTSB 830; 'bent fairings or cowling; dented skin; small punctured holes in the sin or fabric; ground damage to rotor or propeller blades and damage to landing gear; wheels; tires; flaps;engine accessories; brakes or wing tips are not considered 'substantial damage' for the purpose of this part.Our family used to own a Husky and I have around 200 hours in type. This aircraft differed however in having large bush wheels installed which I had never landed on tarmac before.  When we landed we lost directional control at a low speed turning left even with full right pedal depressed.  I am not certain if the tail wheel failed prior to or after losing directional control.The lack of recent experience; different handling qualities of the wheels installed and potential failure of the tail wheel as we touched down are likely the cause of this incident.




Synopsis: Aviat Husky pilot reported ground looping the aircraft resulting in slight damage.
Date: 202106
Location: ZZZ.Airport, US
Aircraft: B737-800
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: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight; Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I mentioned to the Captain the fume in the cabin. Our Number 1 asked everyone to open the air vents and I asked the Captain if he wanted me to crack a door. He informed me that we never 'crack a door' because of the odor in the cabin. I was told to ask; previous to this flight a few years ago. [Reporter suggested review of] some of the common not by the book procedures we ask our Captains or Captains ask us. And reassure us we can go to professional standards if someone is requesting something out of normal procedure.




Synopsis: Air Carrier Flight Attendant reported a fume event during preflight.
Date: 201204
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Learjet 55
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Fuselage Fairings
Component problem: Failed
Reporter organization: Corporate
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While descending through FL200 at 280 KIAS; a hum was heard; followed by a louder buzz; followed by an abrupt roll and yaw to the left. I reduced airspeed to about 180 KIAS and the control forces lightened considerably. We immediately declared an emergency and continued straight ahead to our destination which we deemed to be our closest suitable airport. We configured early for landing at about 6;000 MSL to insure we had sufficient altitude and airspeed for recovery in the event the aircraft became uncontrollable during the landing re-configuration process. We flew the approach at Ref+15 and made an uneventful; although abnormal; landing. Upon deplaning; we discovered the left-hand aft wing/body fairing partially separated from the aircraft. Repairs were accomplished at a Bombardier Service Center and it was determined that improper sealing of a wing/body fillet forward of the failed faring allowed excessive air pressure to enter the fairing cavity and blew it off.




Synopsis: A LJ-55 flight crew suffered the partial loss of the aft left wing body fairing.  Maintenance determined the failure was the result of improper sealing of the wing body fillet forward of the fairing allowing excessive internal air pressures to develop; resulting in the separation.