elihoole/asrs-aviation-reports huggingface dataset:
Date: 202110
Local time of day: 1201-1800
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 2 Eng; Retractable Gear
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Cruise
Reporter organization: Corporate
Reporter function: Captain; Flight Engineer / Second Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Enroute from HOU to ELP at cruising level (FL280) and monitoring Guard Freq of 121.5; we heard numerous chatter from various aircraft totally unrelated to the safety of flight. Uttering words such as '[political utterance];' '[another political utterance]' meowing like a cat; etc.Obviously this is not only very unprofessional; but dangerous to the safety of flight!




Synopsis: Corporate pilot reported hearing a significant amount of chatter on guard frequency that was not related to safety of flight.
Date: 202201
Local time of day: 0601-1200
Location: D01.TRACON, CO
Flight conditions: VMC
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
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: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On a 5 mile final to Runway 35R at DEN we encountered a GPS loss due to cell tower 5G issues. We were at 7;000 ft. MSL




Synopsis: Air carrier Captain reported loss of GPS on approach to DEN related to possible 5G interference.
Date: 201412
Local time of day: 1201-1800
Location: DLG.Airport, AK
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class G DLG
ATC / advisory: CTAF DLG
Second aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On taxi out; we declared our taxi intentions and intended departure runway with DLG radio and area traffic on 123.6. DLG radio acknowledged and advised 'no known traffic'. We taxied via Alpha; declared our back taxi for runway 1; cleared the area visually for traffic and began our back taxi. At this time a Navajo called on frequency 5 miles southwest inbound to land. DLG radio advised the aircraft we were on the back taxi for runway 1. He acknowledged. We lined up for takeoff; performed the before takeoff checklist; cleared the area; and began our departure roll. At Vr I; the flying pilot; began to rotate and we lifted off. The pilot monitoring (PM); after retracting the landing gear; pointed out the Navajo traffic coming over the tree line at our 1 o'clock. The aircraft was very low and very close to the runway coming nearly right at us. He appeared to be making a very tight right downwind (incorrect direction) for Runway 1 (within 500 feet lateral separation). Since we were too low and slow to safely maneuver I attempted to call the aircraft twice one 123.6 to ensure he saw us and was at least avoiding us; although he was incredibly too close for comfort. We received no response. We climbed through his altitude of 300 feet as he passed close by our right wing.  The PM observed him turn immediately behind our aircraft to cross the field at 300 feet to enter left traffic (the proper direction) for runway 1. We had no TA/RA on TCAS as we did not receive his transponder. At 10;000 feet I contacted DLG radio on 122.3 and asked for the N number of the Navajo. The flight continued on as normal. Pilots need to be making appropriate radio calls within 10 nm of airfields. This includes a 10 nm call out; crossing the field; position in the pattern; etc. Aircraft should also fly at appropriate pattern altitudes; and absolutely must maintain a safe distance from other aircraft.




Synopsis: Twin engine turboprop Captain departing Runway 1 at PADL experiences an NMAC with a Navajo arriving from the northwest on a very close in and low right downwind. DLG Radio had made the Navajo pilot aware of the twin's departure.
Date: 201709
Local time of day: 0601-1200
Location: TPA.TRACON, FL
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class B TPA
ATC / advisory: TRACON TPA
Second aircraft: Learjet 31
Reporter organization: Government
Reporter function: Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: Aircraft X departed CLW; VFR; and called me for a IFR pick-up clearance. I gave Aircraft X a squawk code; told him to maintain VFR. I called PIE tower with a point out; which the tower approved. I kept Aircraft X VFR; cleared him into the Bravo Airspace and told him to expect his IFR momentarily. I decided to keep him VFR (not trusting PIE tower) just in case and started vectoring him as he would need to be on an IFR clearance. PIE then launches an IFR Lear jet (which should have been on a 270 heading) on a 330 degree heading. Separation between the PA28 and Lear jet was 2.1. This was not an error since I kept the Cherokee VFR but it would have been if I had cleared him on his IFR flight plan. PIE tower did not protect for the point-out. PIE being an LRAC [Limited Radar Approach Control] facility need to know standard separation between IFR and IFR and what a point-out entails in protecting airspace for that aircraft.




Synopsis: TPA TRACON Controller reported that an underlying tower did not protect for a point out and an airborne conflict occurred due to a release.
Date: 201601
Location: ZZZ.ARTCC, US
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On climb out; the FO mentioned that the jet felt very out of trim. The FO was new to the airplane; and in particular the [older 737]. I stated that a bit out of trim was not unusual. As we leveled off at FL340; I took off the autopilot and attempted to trim the aircraft. It was very out of trim; and the jet was in a constant skid in level flight. I assured that all indications were symmetrical; matched thrust; heading selected and fuel balanced. After further discussion the FO stated he thought the jet was very out of trim from the initial takeoff. Because we departed in weather and turbulence; and due to the early morning departure; he thought it was just an issue with him being new to the [older 737]. The miss trim was not stated to me until approaching top of climb. We discussed the situation; and I stated that I would be writing the issue up; and that we should consult with Dispatch and Maintenance Control about a return. After discussing with both; we initiated a return. We had departed with a fuel load of 28;000 LBS; and were still burning out of the center tanks at the time of the return. Approximately 15 minutes after diverting; I noticed an FMC message 'check FMC fuel quantity'. I then checked the right fuel quantity indicator and it showed 5;880 LBS of fuel; and the left tank indicated 10;000 LBS of fuel. We ran the QRH for fuel leak; but did not shut down the engine because we agreed it was much more likely that the right fuel indicator was in error. We began monitoring fuel burn again from the new starting point to assure no leak. I did turn off the auto-throttles and ran the number one engine at higher thrust and fuel burn then the number two engine for the remainder of the flight in an attempt to rebalance the fuel. However; I did not open the crossfeed to rebalance until we could ensure no fuel leak. We landed with a fuel imbalance of approximately 3;600 LBS.




Synopsis: B737 Captain elected to return to the departure airport after the First Officer indicates the aircraft cannot be trimmed. A large fuel imbalance is noted; but suspected to be in error.
Date: 201308
Local time of day: 0001-0600
Location: MRI.Airport, AK
Aircraft: Cessna Stationair/Turbo Stationair 7/8
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Flight phase: Initial Climb
ATC / advisory: Tower MRI
Second aircraft: Robinson R44
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Airborne Conflict
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A R44 requested to depart Alpha Taxiway westbound to turn north and join the highway eastbound. The R44 was instructed by the trainee to depart Alpha to the west to join the highway eastbound and was issued traffic on a Cessna about to depart the parallel runway to the taxiway in the same direction. C207 was issued traffic on the helicopter departing to the west on the parallel taxiway and then proceeded to begin his takeoff roll. After the Cessna departed; he made an early turn over the runway towards the helicopter and again was issued traffic on the helicopter ahead and to his right. He then acknowledged the traffic ahead and began to climb and make an early turn north and above the helicopter. The helicopter was then advised the Cessna was turning inside and above him to the northwest and the helicopter pilot acknowledged that he had the Cessna in sight. I believe this situation happened due to the Cessna making an early turnout when he was instructed that he would have traffic ahead and north of his position turning east. I believe the pilot didn't anticipate the helicopter taking as long as he did in the upwind before his initial turn to the downwind and assumed an early turn out to the north would be OK. I recommend that the trainee take a more proactive approach to the situation and not assume that the pilot would fly his intended course with the helicopter in sight. The situation caused the trainee to have to provide additional traffic calls and to watch the situation closely to ensure proper separation was maintained. The trainee was given multiple scenario fixes to the situation as stopping the Cessna as soon as he turns early and instructing him to continue his upwind climb; or to turn the helicopter early to ensure diverging courses are sufficient.




Synopsis: Local Controller described a conflict event between a VFR fixed wing aircraft and a VFR helicopter departing via a parallel taxiway; the reporter noted the fixed wing aircraft over flew the helicopter.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Received aircraft from maintenance. We executed a normal departure from ZZZ. After transferring the bleeds to the engines we began to detect a burning smell. I confirmed the smell with the FO and then with the FA. At this point we decided to return to ZZZ. The FO and I put on our O2 mask and completed the Smoke and Fumes IAC and QRH. We suspected the left pack was the issue so the L pack and 10th stage bleeds were secured. We executed a normal landing. The fire trucks were standing by at the side of the runway. We cleared the runway and I contacted the FA to advise that we would taxi to the gate. I notified the tower that they could release the trucks and we would taxi to the gate. I had removed my mask to speak with the FA. I could no longer detect any fumes and out of precaution I secured the R Pack and pressed the EMER DEPRESS button now that we were on the ground to assist with evacuating any additional fumes if they were present in the back. We returned to the gate and completed all required tasks with the company. Mechanics that came out to the aircraft stated the aircraft had just gone through a compressor wash for the L Engine. It may have been the cause of the fumes as the smell was similar to that of oven cleaner in a hot oven.


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


Synopsis: CRJ-200 flight crew reported they returned to their departure airport after noticing a burning smell shortly after takeoff. Fumes were suspected to be the result of an engine wash accomplished earlier.
Date: 201810
Local time of day: 0601-1200
Location: ORD.Airport, IL
Flight conditions: VMC
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: On a visual approach to 27L ORD. Encountered intermittent wake from preceding aircraft. Around GRABL airspeed dropped off by approximately 20 kts. During recovery to assigned 250 kts; ATC asked us not to slow until advised (mentioned this as we were recovering through approximately 234 kts). We acknowledged and continued to landing with a stable approach. We did not slow the speed intentionally; but since ATC mentioned it; I felt an explanation was warranted. Autopilot was engaged initially; but was disengaged to recover airspeed and continue visual approach and landing.




Synopsis: B737NG Captain reported slowing below assigned airspeed after encountering wake turbulence on arrival into ORD.
Date: 201901
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Dispatch; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: A message was sent from [Company] to the Captain on the flight. In passing; they asked if ATC had advised them of a potentially sheared off pin on push back.  At the time of this message; the flight had been airborne for more than 40 minutes. Dispatch was not directly made aware of the issue. Nearly an hour later after the crew responded that they were not made aware of the issue from ATC.This is troubling because a clear safety of flight issue that was never addressed to Dispatch; as is required by not only Federal Aviation Regulation but by Company policy as well. Additionally; the Ramp Tower at ZZZ circumvented Operational Control when they failed to notify the Manager of Dispatch Operations or by contacting me. By notifying Dispatch I would have contacted ATC directly making every attempt to stop the aircraft from taking off. We could have asked the crew to return to the gate and have the landing gear inspected/repaired as necessary. By circumventing regulation this flight was put into a potentially dangerous situation.




Synopsis: Air carrier Dispatcher reported company personnel did not follow FAR and company policy by not advising the Dispatcher of a potential aircraft issue prior to takeoff.
Date: 201712
Local time of day: 1201-1800
Location: SMO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: M-20 M Bravo
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower SMO
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Landing at SMO runway 21; had fast approach; used approximately 2800 feet of runway. I was looking for last taxiway and missed it A1; taxiway was much narrower than I expected. I was advised by tower I was on unusable portion of runway that had been recently shortened and caution equipment and obstructions. I did not see a way to safely get back to taxiway due to taxi light spacing and other equipment on ground. Asked to go back to taxiway A1; from unusable portion to taxiway; I then taxied back to taxiway then to taxi destination. Slowing down well before approach would avoid this situation; or requesting go around; which I could have done an executed an approach at normal speed making prior taxiways easily assessable.




Synopsis: M20M pilot reported landing long on runway 21 at SMO. Pilot overshot assigned taxiway onto unusable portion of runway.
Date: 202006
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
ATC / advisory: Center ZZZ
Aircraft component: APU Fuel System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Gate; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through 23;000 ft. to 37;000 ft. I was PF (Pilot Flying). As I scrolled through the systems display pages I noticed the APU LP fuel valve indication on the FUEL SD was amber indicating the valve is open with the APU MASTER SW in the off position. I then noticed the left fuel tank quantity was decreasing at a rate of about 20 lbs. every 10 seconds as the fuel was now showing a 400 lb. imbalance. The FO addressed the COM; we [requested priority handling]; and began an air return to ZZZ. During the descent; I noticed APU LP changed to a white indication indicating the valve had closed. The landing was under MLW (Maximum Landing Weight); ARFF (Airport Rescue and Fire Fighting) inspected the aircraft for leaks and found none. We taxied to the gate with no further incident.




Synopsis: Captain reported the APU fuel shutoff valve remained open; causing a fuel loss requiring an air turnback and precautionary landing.
Date: 201702
Local time of day: 0001-0600
Location: S56.TRACON, UT
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SLC
ATC / advisory: TRACON S56
Aircraft component: ILS/VOR
Component problem: Improperly Operated
Reporter organization: Government
Reporter function: Approach; Traffic Management
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Training / Qualification
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; 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: Airspace Structure; Chart Or Publication; Human Factors; Procedure
Primary problem: Airspace Structure

Narrative: Aircraft X was on a vector to intercept the runway 17 localizer. They were issued a 140 heading to join. Aircraft X shot through and was seen descending into the 110 foot minimum vectoring altitude. The instructor took over and issued a heading to reintercept. Aircraft X reported in a 30 degree bank. The aircraft was still allowed to continue descending below the MVA.




Synopsis: S56 TRACON Controller reported an A320 on a vector to intercept a Localizer flew through the Localizer course placing the aircraft below the MVA.