elihoole/asrs-aviation-reports huggingface dataset:
Date: 201209
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: MD-82
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: After takeoff left main gear indicated red after gear handle placed up. Kept speed under 230 KTS and followed QRH Landing 5 procedure. Red light stayed on. [We] declared an emergency with departure. Called Dispatch on comm 2. After putting gear handle down all gear indicated green. Briefed flight attendants and made PA to passengers. Landing uneventful; had ARFF check around left gear area said all looked normal. [I] taxied back to gate with ARFF in tow. Landing was not an overweight landing.


Second narrative: On climbout; first leg of a three day; after the gear handle was selected up; we noticed the left gear indicator light remained red while the other two gear lights were out as is normal. The gear door open light was out. We performed the QRH procedure which did not solve the problem; i.e. after cycling the gear; as the procedure calls for; the left gear light remained red. We declared an emergency. The Captain elected to return. Upon lowering the gear we had three green lights. We landed well under maximum weight and uneventfully.I don't know what might have caused the problem; but it seems unwise to me that the procedure calls for cycling the gear in order to obtain a safe up indication after having put it down and gotten a good down and locked indication. Prudence would suggest that with a gear indication problem once a safe down and locked indication is received the gear handle should not be moved again. Simply return with a safe indication and land. The Captain and I discussed exactly that but decided to follow the procedure exactly as published even if unwise.


Synopsis: MD82 flight crew experiences an unsafe gear up indication on departure and cycles the gear in accordance with QRH procedures which is unsuccessful. Gear extends normally and flight returns to departure airport. The First Officer questions the wisdom of cycling the gear down then up after a safe down indication is received.
Date: 201910
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Operator: Personal
Operating under: Part 91
Mission: Personal
Flight phase: Parked
Aircraft component: Oil Filter
Component problem: Improperly Operated
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Inspection Authority; Maintenance Powerplant
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General Maintenance Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: I returned an aircraft to service after an Annual Inspection. I was assisted by a licensed A&P. Apparently; the A&P failed to properly safety the oil filter. Upon returning from a flight; oil was noted on the cowling. During investigation; it was discovered that the oil leak was from the oil filter; which was not safety wired properly and had become loose. A number of hand tools were also discovered on top of the engine. It was an oversight on my part before the engine was cowled after inspection. I'm disappointed that I can't rely on a licensed A&P; so; in the future; much closer quality control on my part!




Synopsis: Technician reported that another Technician failed to install the engine oil filter correctly; causing an in flight oil leak.
Date: 201810
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other; Situational Awareness
Second reporter function: Flight Attendant (On Duty)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Some time at departure time; FA#2 (Flight Attendant) and I detected strong aircraft fumes in the galley area where we were standing/sitting. The smell was strong enough where we both were bothered physically by the smell of fumes. For instance; I experienced a strong burning sensation in my nostrils and throat and a tingling sensation on the upper part of my head. Because this was the second flight in a row that FA#2 and I were exposed to aircraft fumes; I remember once again covering my mouth and nose as fast as possible. Again; because I needed to take a breath I uncovered my mouth. This time; I noticed that my throat and nose really burned longer than the previous time. Since then; I have felt a slight burning sensation in the back of my throat. In case the question should arise why I didn't report this to the Captain is basically because this type of situation would not have rendered any assistance from him as I assume that he has no control or procedure to prevent it. I did asked FA#1 if she had smelled aircraft fumes in the forward galley or cabin area. At this moment I truly do not remember if she said yes in regards to this flight or the previous flight. But I do remember that she did confirm that she had also smelled aircraft fumes in the forward part of the aircraft where FA#1 is upon departure from the gate. Yet; I did informed FA#1 that FA#2 and I would probably be filing some kind of report as both times we experience physical discomfort. Although procedure says to fill out reports and e-mail to my union; I'd like my employer to know that I was unable to fill out a report as the options on the report does not permit me to file as an illness or injury for employee. May I suggest that the report be updated to include the option for a crewmember to be included as an option in the category that says 'Customer Injury/Illness' to be changed to Customer/Crewmember Injury/Illness.'


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


Synopsis: B737 Flight Attendant reported experiencing extreme fumes in rear of main cabin and galley area.
Date: 201706
Local time of day: 0001-0600
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather
Primary problem: Weather

Narrative: Aircraft was in IMC conditions; just in the tops of a layer we were in at 39;000. Weather radar showed very weak; low intensity very widely scattered small returns approximately 40 NM north of our position. Without warning we were in heavy precipitation; then very pronounced turbulence; and a strong updraft that carried the aircraft very rapidly 300+ feet above our assigned altitude. Objects in the cockpit floated off the surface they were laying on; and I was hanging in my seatbelt as the autopilot returned rapidly to the assigned altitude. Encounter was reported to ATC and company dispatch. Aircraft and crew were safe and undamaged after the encounter. Ops normal the rest of the flight.


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


Synopsis: B747-400 flight crew reported a strong updraft in oceanic airspace that caused a gain of 300 feet in altitude.
Date: 201910
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Engine Borescope Plug
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Referring [to] log page; found damage to inboard thrust reverser heat shield and subsequently found bore scope plug on engine not installed. Log page indicates bore scope plug locking feature was not working correctly. Referring [to] work card; performed the required inspections for the re-installation of bore scope plug as required.




Synopsis: Technician reported that engine bore scope plug was not installed correctly; causing damage to engine heat shields.
Date: 202108
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Master Warning illuminated with CAB ALT annunciation came on through 14;000 feet.




Synopsis: First Officer reported a Master Warning light with CAB ALT light and elected to make a rapid descent and air turn back to a precautionary landing.
Date: 201807
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Ramp
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Ground Personnel
When detected: Taxi
Contributing factors: Human Factors; Airport
Primary problem: Human Factors

Narrative: The crew and I finished loading the outbound and I was standing by the push tug ready to dispatch. After getting the signal from my lead and crew that we are ready to dispatch I made the call to the flight deck and the flight deck responded to stand by they are calling for clearance. Flight deck called back stating clearance approved do I want the brakes? I also was ready and said yes cleared to push release brakes; here we go and I proceeded with the push *NOTE: standard push from gate XX on a wide body is partial alpha taxiway to the north line dispatch; I proceeded with the push and noticed Aircraft Y on Tow in the south line international side so I slowed the push for caution. The aircraft was a 777 I believe. At that time the Aircraft Y on Tow was approximately gate XX approaching gate XY at that time I am committed with my push already towards alpha. Then all of a sudden I observed the Aircraft Y on Tow accelerated to get ahead of my push and turned onto alpha taxiway causing me to interrupt my dispatch. If it was not for my experience and training I identified the aircraft as a larger 777 with a longer wingspan; then; I suddenly slowed to stop and reversed my tow just in time thus avoiding a major wing clip accident and possible passenger injury.




Synopsis: Ramp employee reported another tow team with an aircraft in tow accelerated to get ahead; requiring evasive action to avoid a ground collision.
Date: 202011
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Fatigue; Time Pressure; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Environment - Non Weather Related; Human Factors; Staffing; Procedure
Primary problem: Staffing

Narrative: I was working enroute Center for two hours and 20 minutes with heavy to moderate traffic without the help of a D side. Sector XX.  Normally this would not be a problem but during the coronavirus situation there is a skeleton crew of controllers in the area and we are short staffed. Training in the area was also underway.  Also; we had no management in the area acting as a Supervisor.  We had a Controller-in-Charge position staffed by one of the FPLs in the area.  After working 2 hours of heavy traffic I began to tire and was transposing callsigns and missing check-ins.I asked one of the controllers working another less busy sector to swap positions with me.  I just could not work that volume of traffic anymore. The Controller was kind enough to swap with me. I was mentally drained. The culture does not generally allow for complaints of this type.  After my break (which I am on right now) I will do it all over again.  If this continues the risk grows of a Controller contributing to error within the airspace. This is normally not necessary.  This is a very busy time of the year and it is unbelievable that the FAA would allow this lack of staffing and allow the normal flow of traffic.  This situation routinely happens at ZZZ (Center) in Area X; I am not sure about the other areas; but I have heard similar things from other controllers.




Synopsis: Center Controller reported becoming fatigued due to working heavy traffic for an extended period of time and cited low staffing levels as a contributing factor.
Date: 201709
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Albatros (L39)
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Second aircraft: Commercial Fixed Wing
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Second reporter function: Pilot Flying
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure
Primary problem: Airspace Structure

Narrative: We were performing air work southeast of ZZZ in the 10;000 to 17;000 of altitude block. I had just given trainee nose high unusual attitude when we received traffic warning from ADS-B in/out avionics installed in aircraft. I looked out left side of aircraft (direction of traffic warning) observed airliner slightly below our altitude. I took control of aircraft and rolled wings level and began a climb to avoid airliner.


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


Synopsis: L-39 flight crew reported a NMAC during unusual attitude training.
Date: 201206
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Second aircraft: A319
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Air Carrier X was cleared for takeoff. I leaned back to look to the east; around the LCL 5 RADAR scopes at a prior departure and returned to the ASDE. I crossed the aircraft at Taxiway D and then S without scanning the runway. The AMASS alerted and I instructed the aircraft at Taxiway S and D to hold their position and then went to Air Carrier X and saw that the aircraft was aborting and I confirmed that he was. I then instructed Air Carrier X to exit the runway and contact ground. I cannot figure out why I did what I did. I somehow confused Air Carrier Y the previous departure with Air Carrier X. I used the techniques for visual reminders with the flight progress strips that are prescribed and I feel that they are good. At ZZZ we cross our own runway's. This puts us on an island as far as teamwork goes. It is difficult at times to be attentive to what is happening at the position just a couple of feet away. At the time of this event; the controllers on either side of me did not recognized what I had done. I cannot say that the outcome of this would have been different if I was working LCL 3 and 4 combined or not. Would I have been a little more engaged do to the increased workload; or not? I also cannot see the departures when we are in an East configuration due to the height of the RADAR displays blocking the view.




Synopsis: Local Controller described an aborted takeoff event when he cleared a landing aircraft to cross the departure runway. The reporter acknowledged that he confused the two aircraft being controlled.
Date: 201701
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: Marginal
Light: Dawn
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ZZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Ground Personnel
When detected: Taxi
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: During engine start First Officer introduced fuel at N2 20% and N1 rotation but no ITT (Inter Turbine Temperature) increase. He then mentioned this looks strange [to] which I replied looks like a hung start; let's go ahead and shutdown and motor the engine. A call came over the apron frequency; saying our engine was on fire. I said let's continue to motor; First Officer said hey we are already at 60 seconds. Just after the First Officer said that another call came in saying you guys are still on fire on the apron frequency. At that point the First Officer suggested we run the Emergency Damage/Engine Fire On The Ground checklist. We ran the checklist through the fire push then we got another [call] saying fire still coming from the engine and fuel on the ground. At that point we fired both bottles into the right engine. I told apron to call the fire trucks fearing the fire was not out and fuel on the ground and the safety of the passengers. Fire trucks came. I made my second announcement letting the passengers know the fire trucks were only taking a look to make sure we are good to return to the gate. Firefighters examined the engine and only noticed black smoke; no fire. They followed us to the gate under tow. After the event the Fireman said he thinks that firing our bottles was the best decision; and that was the end of his narrative. Dispatch was notified and Operations. Arrival announcement was made as normal. Passengers didn't seem shaken; were only concerned when they'll reach [destination] and when is the next flight.


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


Synopsis: CRJ-200 flight crew reported firing both bottles into #2 engine after they experienced a hung start and an engine fire on the ramp after pushback.
Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Ambiguous

Narrative: [We were on] a ferry flight from ZZZZ to ZZZ. Upon arrival I as Pilot in Command (PIC) was informed that [the carrier] did not inform United States Customs and Border Patrol. A Customs Officer bordered the airplane and advised me as PIC; I had landed without a clearance. He took my Airman Certificate number and wrote it down and advised me I am personally liable up to $5000 in fines. I am writing this report to clear my certificate number from any violation or sanction. A process should be created and followed to prevent future incidents such as this one.




Synopsis: B767-300 Captain reported that US Customs had not been advised by the carrier of an arriving ferry flight from an international departure point.