elihoole/asrs-aviation-reports huggingface dataset:
Date: 201909
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Oxygen System/Pax
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Procedure; Manuals; Aircraft
Primary problem: Procedure

Narrative: Aircraft went to service with all passenger O2 test stop button deployed.I was assigned on the task card; general visual inspection for passenger O2 mask; I signed the repacked the mask and closed PSU (Passenger Service Unit) Zone 221 and 222; I did not pull the test stop button for drop test; because the job card does not require to do so. I did not see any test stop button was deployed in my work zone.




Synopsis: Technician reported that a procedural error caused an aircraft to enter service with passenger oxygen test stop buttons deployed.
Date: 201603
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: Icing
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; Check Pilot
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On ascent; at approximately 14;000 feet we received a BLD 2 LEAK indication on the EICAS. Following that we received a BLD 1 LEAK on the EICAS around 17;000 feet. We informed ATC of the situation and informed them we were leveling at 17;000 to perform the emergency checklist. After completing the BLD1 (2) LEAK checklist we encountered icing conditions. At which point we informed ATC that we needed to descend to exit icing conditions and that we would be returning. On the descent we contacted our flight attendant of the situation and to prepare for a return. Next; we informed Company dispatch of the situation and our return. At this point we have exited icing conditions and realized that our landing would be an overweight landing. We conducted the OVERWEIGHT LANDING checklist. Once again we informed the flight attendant of the new situation and to prepare for landing and to use her less than 10 min short checklist followed by a PA from the captain. After being vectored for the ILS; on final after being cleared to land we received a RAM AIR VLV FAIL message on the EICAS. Captain performed a smooth; less than 100 fpm; landing and came to a complete stop on the runway. CFR was standing by and once we were stopped they performed a visual inspection of the brakes and landing gear; which resulted in no abnormalities. Once CFR informed us of the inspection results and our brake temperature indicators on the MFD were in the green; we taxied back to the gate. At the gate we debriefed with the CFR leader.


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


Synopsis: EMB145 flight crew experienced a dual bleed duct failure during climbout and returned to the departure airport.
Date: 202003
Local time of day: 1801-2400
Location: ROA.Airport, VA
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ROA
ATC / advisory: TRACON ROA
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: Human-Machine Interface; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure; Airport; Airspace Structure; Company Policy
Primary problem: Airspace Structure

Narrative: We we being vectored for RNAV 24 approach into ROA; level at 4000 feet. We received a terrain warning message from the EGPWS. I disconnected the Autopilot; added max power and climbed to 5000 feet. The First Officer asked ATC; and they responded the MVA (Minimum Vectoring Altitude) in our area was 4000 feet. We were then cleared to 5000 feet and continued on our approach vector. The flight conditions were clear skies and unlimited visibility. We had visual contact with the terrain and we had the terrain map selected on our MFD. We complied with the AOM (Aircraft Operating Manual). We were clearly visually clear of terrain. The MVA Was 4000 feet which was our current altitude. The terrain map showed nothing in our location. We complied with the AOM for nighttime terrain warnings.




Synopsis: An Air Carrier pilot reported responding to a EGPWS warning while being vectored at night at the Minimum Vectoring Altitude.
Date: 202011
Aircraft: No Aircraft
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Physiological - Other; Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On [date] two ramp employees came into the breakroom; neither had a mask on...they both stood close to me.




Synopsis: Ground employee reported two ramp employees entered the breakroom without wearing a mask.
Date: 202201
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Aircraft: Commercial Fixed Wing
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: Pressurization Control System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Troubleshooting; Time Pressure; Distraction
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was PF (Pilot Flying) and the Captain was PM (Pilot Monitoring). Due to wind shear we briefed a bleeds off takeoff as a threat. I wrote on my SID plate with the highlighter function 'BLEEDS' as a reminder to double check that we got them back on. I confirmed the bleed switch positions were on as we climbed above acceleration height. Climbing out of ZZZ through approximately 11;500 ft. we got a CABIN PRESS warning. We stopped our climb at 12;000 ft. advised ATC and requested a vector to turn us away from the mountains for our descent and were cleared to descend to 7000 ft. I called for the CABIN PRESS warning checklist and took over ATC communication while the captain worked through the checklists and other communication. We received further vectors and continued our descent to return to ZZZ.The APU Bleed was MELd by Maintenance while we were at the gate. Whether related or not it would have been a good idea to pay closer attention to the overall bleed air systems and we may have caught on earlier that something wasn't right.


Second narrative: [Requested priority handling] when we received a Cabin Press warning climbing through about 11;000 MSL. We stopped our climb (reaching 12000) and returned to field for landing. Takeoff out of ZZZ was non-standard due to windshear reported. We took off with bleeds off. After takeoff we turned bleeds back on but the aircraft failed to pressurize normally. After advising ATC; leveling; and turning away from rising terrain; we ran the appropriate checklists and returned for landing. Recommend taking closer look at the aircraft pressurization panel to ensure aircraft pressurization is performing properly.


Synopsis: Air Carrier Crew reported the aircraft failed to pressurize during initial climb. The aircraft return to the departure airport.
Date: 201403
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: CV 580
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent
Airspace: Class A ZZZ; Class B ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Propeller
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At FL220 we were given descent to 13;000 while on the STAR to destination. PF reduced power for descent and we began descent. During descent we noticed the #2 engine propeller RPM drop to 1200 RPM. (Normal RPM in flight is 1350 RPM). PF increased power to see if any change; no change in prop RPM. We proceeded to perform the Propeller Under Speed abnormal procedure checklist outlined in our aircraft procedures POH. After performing procedure the RPM increased to 1220 RPM which was still below normal operating RPM. We notice oil pressure on reduction gear box for #2 engine dropped to 150 PSI which is bottom of normal operating range and the power section oil pressure had dropped to bottom of normal operating range also. Per the Propeller Under Speed checklist if the RPM remained below 1340 after performing the initial procedures; then the emergency engine shutdown handle for the engine had to be pulled and the engine shutdown. We followed the procedure and shutdown the #2 engine. As the PNF; I informed Approach; as we were on frequency with them; and declared the emergency. We were given clearance direct to destination and landed without incident. We contacted our company maintenance; reported the issue and made the required maintenance logbook write up. Since the propeller RPM is controlled by a governor that keeps the RPM on speed during all flight phases and not by the flight crew; it was assumed that a possible issue with the prop governor caused the issue when the power throttle was reduced during the initial descent.




Synopsis: CV580 had low propeller RPM after descent was initiated. After checklist procedures were accomplished RPM remained low. The engine was shut down.
Date: 201906
Local time of day: 0001-0600
Location: ZME.ARTCC, TN
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZME
ATC / advisory: Center ZME
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Communication Breakdown; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Company Policy
Primary problem: Company Policy

Narrative: We were level at FL390 and told to contact Memphis Center. After the First Officer checked in at FL390 Center cleared us to FL340. About 5 minutes later Memphis Center asked if we were on the frequency and the First Officer stated that we already checked in and were cleared to FL340. Memphis Center stated that she was looking for us and then cleared us to FL330. She was very busy and had [another Company aircraft] on frequency so I think that she mistakenly assumed it was Company flight when we checked in. She used our call sign when she initially cleared us to FL340.Reduce similar sounding Company call signs in sectors to help task saturated ATC controllers.


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


Synopsis: B737-800 flight crew reported there was confusion about their descent clearance due to a similar sounding call sign on the same frequency.
Date: 201506
Local time of day: 0601-1200
Location: GLE.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dawn
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZFW
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution; Flight Crew Diverted
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Aircraft

Narrative: During the cruise segment of the cross country flight we began diverting west due to weather along the route of flight. During the diversion we felt a thud against the airplane. Approximately two minutes later I noticed the vacuum system had gone completely offline. The oil pressure indicator in the engine began showing a decrease in oil pressure so my passenger and I began looking for Lane field; identifier 58F. During this time another aircraft on the same CTAF relayed information to Ft. Worth Center on my behalf. We circled the area 2 times where charts and onboard VFR GPS showed the airport should be at but were unable to find the airport. We then diverted towards Gainesville; GLE; and found a better landing area closer to our present location. We were able to land on a grass strip; without incident but were broadcasting our intentions on the CTAF for Gainesville instead of where we landed. Two aircraft in the area were able to give me information on the airport and then relayed to Ft. Worth Center when we safely landed at the field. I attempted to contact Guard on 121.5 while on the ground but was not able to receive a response.




Synopsis: C182 RG pilot experiences a thud at 3000 feet followed about two minutes later by loss of the vacuum system and falling engine oil pressure. Lane field is chosen as a divert field but cannot be located; even with GPS. GLE is then selected but a suitable grass field is found before GLE is reached.
Date: 201712
Local time of day: 1801-2400
Location: P80.TRACON, OR
Flight conditions: VMC
Light: Night
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E P80
ATC / advisory: TRACON P80
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Separated Traffic; Air Traffic Control Issued New Clearance
Contributing factors: Procedure; Chart Or Publication; Company Policy; Airspace Structure
Primary problem: Airspace Structure

Narrative: Portland was landing Runway 10. I had to vector Aircraft X to avoid a mid-air collision with a primary only target departing VUO. I don't know what needs to be done. I keep filing these reports for the same issue and I am at a point where I think nothing will ever get done. Unfortunately there will probably have to be a near mid-air or another dangerous incident for something to change. Our airport configuration is very dangerous in my opinion. We have VUO airport near the approach end of Runway 10L and on the east side there is TTD at the approach end of Runway 28R.  To further compound the situation there is SPB and HIO 15 miles northwest and southwest of Portland [respectively] and aircraft fly constantly back and forth through the approach corridor at very bad altitudes that conflict with air carriers on a radar downwind or base leg. We need a procedure/airspace change that restricts the VFR aircraft to below 2000 feet in the approach corridor.




Synopsis: P80 TRACON Controller reported they had to vector an aircraft off of their approach to avoid a merging aircraft target with no transponder.
Date: 201210
Local time of day: 1801-2400
Location: AUS.TRACON, TX
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON AUS
Reporter organization: Government
Reporter function: Departure; Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Airspace Structure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: I had just taken the position from a Developmental and his strips were not in any particular order; just in front of him. A Cessna Centurion was en route to DRT from IWS. He should have handed off automatically to ZCH. For some reason; he did not. This seems to be a trouble spot for our RADAR coverage and automation. The Centurion got within 1 1/2 miles of the boundary with ZCH when I turned him to re-route him per our letter of agreement with SAT. When I located his strip is when I noticed he should have handed off to ZCH. I then pointed him out to ZCH and coordinated with SAT to send him direct DRT. This corner of our airspace seems to be a trouble spot for automation. We connect to 3 different sectors with Houston Center and also Houston Approach. We have auto hand offs; but for some reason I have noticed that in this area they do not always hand off. I would recommend getting up to date equipment in this facility.




Synopsis: AUS Controller described an airspace incursion event in a complex corner of airspace abutting both Center and IAH TRACON airspace. The reporter listed the failure of the automated hand off function as contributory to the problem.
Date: 201708
Local time of day: 1201-1800
Location: HIO.Tower, OR
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Initial Climb
Airspace: Class D HIO
ATC / advisory: Tower HIO
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Reporter organization: Government
Reporter function: Other / Unknown
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: I was advised by management that they had received a public inquiry from the local flight school about a report from a flight school operator about a possible NMAC.The pilot stated that while they were upwind; that another aircraft [Aircraft X] that had departed from the south runway flew under them turning north bound.Per managements investigation; it was determined that Aircraft Y departed the south runway on an immediate take off clearance and made a turn to the north immediately off the departure end. The local controller at the time had failed to issue a straight out departure for the north runway traffic. They had also been training on local control at the time.I remember that day; the local two controller being confused when seeing the traffic upwind and talking to local control about it; but by the time I was fully aware of the situation; it was over and when I saw the aircraft; they appeared safe and clear. I asked the Local controller if there was a problem or issue and he said that the pilot made no statements to the fact of a NMAC and it just appeared that both aircraft drifted a bit in the upwind.There was a lot of training going on and some busy traffic; so I was paying attention to the final at the time of the supposed event.With our closely spaced parallels; it is imperative that local controllers issue restrictions to upwind traffic when the potential for Local Controller traffic conflicts exist. Also; due to visibility issues; it is very hard to tell when aircraft are lined up correctly in the upwind and on final for [different runways]. We need a taller more visible vantage point to help differentiate this.




Synopsis: HIO Tower Controller reported a Near Mid Air Collision occurred due to an early turn from an aircraft departing a parallel runway.
Date: 202101
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Ceiling unlimited; 10
Light: Daylight
Aircraft: PA-32 Cherokee Six/Lance/Saratoga/6X
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Climb
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ1
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While in initial climb through 5;000 ft. my passenger detected smoke in the cockpit. I confirmed the smoke in the cockpit. I did not know the exact source. We were 6 miles north of ZZZ. I [advised] ATC. They offered me runway XXR at ZZZ and I acknowledged. I shut down my electrical system and was unable to communicate with ATC after that transmission. I landed safely and taxied to the ramp.




Synopsis: PA-32 single pilot reported an air return due to a fumes event during initial climb.