elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Distraction
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: The aircraft that I was in command of had a MEL for the cabin door light which had been written up by me. I read the operational procedures of the MEL at the time it was written up (approximately 1.5 hrs before takeoff.) We took off as scheduled and flew initially an assigned heading of 090 degrees. We were given various step climbs and were eventually cleared to 16;000 FT. As we passed through approximately 15;000 FT the CAB ALT annunciator came on with the Master Warning. Required memory items were completed and passenger was informed to keep their seat belts on and that we had to return to [the departure airport] due to pressurization problem. We asked ATC for a lower altitude and a heading and started our descent and turn. The flight went uneventful back to [the departure airport.] I was distracted and might have missed item number 2 on the operational procedures which could be the reason for the CAB ALT annunciator. Obviously I should have been more focused on the operational procedures. Distraction and a possibility of fatigue that I didn't recognize could have played a factor as well.


Second narrative: We were at 15;500 FT we got a CAB ALT and master warning. We performed memory items and asked for a turn and a descent. We ran the checklist and continued back to [the departure airport.] They gave us direct to [the departure airport] and we landed with no problems. MEL'd the ACM after landing.


Synopsis: CE-560XL flight crew experienced a Cabin Altitude warning during climb at 15;000 FT. They declared an emergency and returned to their departure airport.
Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: B747-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Cargo Compartment Fire/Overheat Warning
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out of 12;000 to 23;000 I (monitoring pilot) heard a sound like a CB popping. I looked up and noticed 'MAIN CABIN SMOKE' light on the overhead panel; I informed the First Officer (fly pilot) and directed him to level off while I talked with ATC and called the dead heading pilot (aircraft qualified) up to the cockpit. I asked dead heading crew member to look in the main cargo area for smoke or fire he grabbed portable O2 bottle and went downstairs. While rider was checking; the First Officer (FO) turned back and I talked with ATC. When jump seat pilot returned reporting no smoke or fire visible we (jump seat pilot and I) ran the 'MAIN CARGO FIRE' checklist while FO handled communications with ATC. 'MAIN CARGO LIGHT' extinguished before we depressurize aircraft so checklist was stopped. We as a crew discussed and agreed we had no visual indication of smoke or fire to dump fuel and return without [advising ATC of an] emergency. We advised ATC we would need to dump fuel and it would be 24 mins to dump 117k pounds. On completing dumping of fuel we had a fuel imbalance of 3000. We asked ATC for more vectors to run checklist. When all checklist complete; FO flew a coupled approach ILS 15 to a full stop.


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


Synopsis: B747-400 flight crew reported experiencing a 'MAIN CABIN SMOKE' light shortly after takeoff. Crew elected to return to departure airport.
Date: 201201
Local time of day: 1201-1800
Location: SEG.Airport, PA
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class E ZNY
ATC / advisory: CTAF SEG
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was practicing the VOR-A approach into Penn Valley airport. Upon departing on my take-off roll from SEG immediately before the incident; I reported my intention to fly a practice VOR approach into Penn Valley. Once airborne and flying to the outbound leg of the approach; I announced my intention to fly the VOR-A approach into SEG. I then transitioned onto the gauges and my safety pilot continued to report our position to area traffic by saying 'our call sign; VOR INBOUND.' There was no reported traffic or announcements from any aircraft in the area on the published UNICOM frequency. Upon reaching the Missed Approach Point and transitioning from a descent to a climb out a [high wing light aircraft] appeared to fill the cockpit window. It was flying southbound at about 1;000 FT potentially in the pattern for downwind approach for Runway 35 at SEG. I took immediate evasive action and flew north to IPT. The [other aircraft] did not announce its presence in the area. [He] appeared unaware of our presence and may not have had its radio on. In addition to announcing my practice approach intentions; I should have given position reports in relation to the airport for non-instrument pilots who may be unaware of instrument procedures. However; it should be common knowledge that the SEG VOR is 2 miles south southwest of the field.




Synopsis: A pilot executing a SEG VOR-A approach with a Safety Pilot had a near miss with another aircraft at the Missed Approach Point as the other aircraft appeared to be downwind for Runway 35 and not reporting on the CTAF frequency.
Date: 201405
Local time of day: 1801-2400
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Rejected Takeoff; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Company Policy
Primary problem: Procedure

Narrative: Miscommunication between Air Traffic Control and flight crew caused takeoff roll to be aborted at DEN. As directed by Ramp Controller; I contacted DEN Tower Control at the taxiway. (Controller was working both Tower and Ground.) Tower Control directed us 'Taxi straight ahead onto Runway 17R; turn left heading 155 degrees; cleared for takeoff Runway 17R.' I repeated instructions. We completed the Before Takeoff Checklist before taking the runway. After normal calls confirming runway heading; Captain flying initiated takeoff roll. The Captain called 'Set Thrust.' As I responded; 'Thrust Set;' I heard 'ACR X; Abort.' I responded; 'ACR X Aborting.' Captain initiated abort on my call at a speed approximately 40 KTS. Tower Controller asked if we needed any assistance. I responded 'negative.' Both the Captain and Tower Control asked the reason for abort; I responded to Tower; 'You called it.' He said; 'I was talking to another aircraft.' We taxied off the runway. After waiting 15 minutes for brake cooling and little to no change on BTMS; we proceeded to takeoff normally. We discussed this event in the cockpit during the 15 minute wait to takeoff. I obviously misheard the Controller but the decision to abort was 'better safe than sorry.' Similar sounding call signs between company aircraft; especially when they end in same letter of alphabet. ATC [was] working both Ground and Tower Control simultaneously. ATC must use caution when working similar sounding call signs.I suggest change alphanumeric call signs to include either two or no letters.




Synopsis: During takeoff from DEN; Tower issued an Abort command to which an incorrect aircraft also responded because of similar sounding call signs.
Date: 201808
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Light: Daylight
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: Engine
Component problem: Malfunctioning
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: Distraction; Time Pressure
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After completing the pushback checklist we called [Ramp] for clearance to push. As we were pushing back we received clearance to start our engines from the ground crew. I had the FO (First Officer) start the number 2 engine. Up until he introduced fuel all indications were normal. Once he introduced fuel it appeared as if there was no light off. N1; ITT; and N2 were all consistent with that of dry motoring. After a couple seconds another ground crew came running over to inform us that we had smoke and flames coming from our number 2 engine. We moved the thrust lever to shut off and turned off the ignition. We dry motored the engine for right around a minute or so at which point the ground crew said it was extinguished. The FO pulled out the emergency checklist card but we agreed it was not needed since there was no indications of a fire and the ground crew said it was no longer there. We got tugged back into the gate. [Ramp] called ARFF (Airport Rescue and Fire Fighting) when they saw the smoke coming from the engine and they arrived right around the same time as we arrived back at the gate. The passengers exited the aircraft and right afterwards a fire fighter came up and told us they sprayed the engine with water because they detected a couple hot spots. There was some sort of malfunction which caused the fuel to be ignited outside of the combustion chamber.


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


Synopsis: CRJ-200 flight crew reported an abnormal engine start resulted in a return to the gate for inspection.
Date: 201711
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Golden Eagle 421
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Corporate
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Human factors: Training / Qualification
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I had arrived at FL210 and set the power for cruise flight (31' of MP and 1800 RPMs). Following that; I set the mixture controls. At some point in time after that; I sensed something was not right. The sense was something with an engine. I did not hear banging nor did I feel vibration. But; I quickly checked to make sure the throttles did not exceed 32.5' of manifold pressure and that the prop RPMs did not exceed 1800 RPMs (that was confirmed). A quick check of the engine gauges was normal; but as I was scanning to look out at the right engine I saw oil coming out of the top vent. I immediately shut down the right engine (right throttle - close; right mixture - idle cut-off; and right prop - feather) and continued with the remaining items and appropriate checklists. [I] called Center regarding the right engine and continued to fly the airplane and go through the appropriate checklists. I diverted from my original destination airport and landed without incident.




Synopsis: C421 pilot reported the right engine was shut down in cruise at FL210 due to oil loss and a diversion was completed without incident.
Date: 202111
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Night
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Cruise
Airspace: Class D ZZZ
ATC / advisory: UNICOM ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Rotorcraft; Flight Crew Commercial
Human factors: Workload; Human-Machine Interface; Situational Awareness; Communication Breakdown
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Airspace Structure
Primary problem: Human Factors

Narrative: I had accepted a late shift interfacility transfer flight. After doing a quick flight/ time planning I determined that I could complete the flight within my 14 hours; but extending beyond my 12 hour shift. We picked up at facility in ZZZ1 and dropping off in ZZZ. This is an area that this base does not frequently cover and an area that I have never flown through. During the flight to ZZZ1 I was looking over my route and entering necessary enroute frequencies into the radio que. As I was looking over ZZZ; I had noticed the class E to the surface are extending to the northeast. With how Foreflight was set up and how a shaded barrier was overlaying the dashed blue line of the class D; I had determined on the fly; that the airspace was class E to the surface. This was while in flight. Thinking it was class E to the surface; I zoomed in and entered the UNICOM frequency and was broadcasting on it. I flew in; dropped the patient at the hospital and flew back out. After I got back to base; Company called me and said that the ZZZ ATC wanted me to call them. I called them and explained what had happened. This was me not thoroughly looking over the airspace like I should have. I need to be absolutely sure of the airspace I fly into; especially in areas that I have never been. I am sure complacency played a part as most airspace in the area; aside from the ZZZ2 Class B are either Class C or Class D. I have never had an airspace violation before. I am also and instructor and this is something that I make sure my students know very well. This event had an impact on me and I am certain; something like this will not happen again. I need to slow down and absolutely flight plan without multitasking before I take off.




Synopsis: Helicopter Pilot reported an airspace incursion occurred when they flew through Class D airspace thinking it was Class E.
Date: 201511
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing; Takeoff / Launch; Taxi
Aircraft component: Seatbelt
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: This report applies to many flights that I have worked for several months. There seems to be a pattern of passengers not complying with flight attendant instructions. Generally seat belt sign; or getting prepared for takeoff or landing; getting up after the 10;000 feet announcement; arguing general requests regarding safety etc. Some of this I attribute to passengers using their own electronic devices and earphones prior to takeoff and landing and therefore cannot hear our announcements. Some is just a sense of entitlement and their rights to do as they wish regardless of our instructions. On this particular flight; passengers were getting up and using the restrooms on our approach. Passengers were still putting away bags in the overheads after we had completed our checks and passengers were delaying turning off lap tops after several requests for them to do so. I have delayed writing this report to see if this was isolated; but it continues to happen on the majority of my flights.




Synopsis: A Flight Attendant reported an increase in passengers not complying with regulations and Flight Attendant instructions.
Date: 201604
Location: ZZZ.Airport, US
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Engine Pressure Ratio Indicat
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
Result: General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I just became aware of an investigation involving the Number 1 engine on a B777. I assisted with the buildup of the engine after the engine was air shipped. According to the investigation a B-nut was found loose on one of the PT2 (Pressure Total 2) tube connections.I was sent to this field service on the red eye to help mechanics with the engine change. We arrived around XA:00 [in the morning]. The engine wasn't scheduled to arrive till the afternoon. We went to the hotel around XD:00 and returned to the hangar around XJ:00 [in the afternoon] that day. Later that day we helped unload the engine and transport it to the hangar. We started to build up the engine while still in the shipping stand. I assembled the left side of the fan case and my partner was working on the right hand side. Starting at the top; I installed everything on the left side down to about 8:00 o'clock position on the fan case where the stand interfered with any further work. The local crew was still removing the engine from wing. At this point around [XS:00] we went to the hotel and returned the next morning. Waited till around XK:00 for the crew to hang the new engine. We continued the build as soon as the engine was hung and were able to access the bottom. The PT2 line in question is made up of three sections. Not all of these sections were disassembled for shipping. Without knowing the exact location of the loose B-nut I can't say for certain that it was disconnected for shipping. To the best of my knowledge I connected and secured all the lines that were disturbed on the left side. I recall noticing that not all the PT2 tube B-nuts had provision for safety wire; which was odd since the majority of our PW (Pratt and Whitney) engines PT2 tube connections are safety wired. There was an aircraft inspector present during this time monitoring and checking the work.




Synopsis: Maintenance Technician reported a PT2 (Pressure Total 2) tube 'B' Nut was left loose on a Pratt and Whitney engine for a B777 aircraft.
Date: 201605
Local time of day: 0001-0600
Location: BFL.Airport, CA
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operating under: Part 91
Flight plan: VFR
Flight phase: Landing
ATC / advisory: Tower BFL
Reporter organization: Government
Reporter function: Local; Trainee
Reporter qualification: Air Traffic Control Developmental
Human factors: Situational Awareness; Training / Qualification; Confusion
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Human Factors; Airport
Primary problem: Airport

Narrative: I was on Local Control position. Aircraft X calls stating he has [current ATIS information] (which states the closures and landing distance available). I issue Aircraft X Runway 30R shortened cleared to land followed by the wind. He replies with runway and cleared to land. He continues inbound and asks if he was lined up with the runway. I said it appeared he was and issued the statement be advised area on the runway south of Taxiway Charlie was closed due to construction. He requested a go around. I approved go around then cleared him to land Runway 30R shortened again. He replied with the landing clearance. As he was coming in low he touched down in the construction area and stopped before the barricade. I again informed him that the area he was on was closed due to construction and to hold his position. There is no recommendation for airspace or procedure change. It was pilot error for landing on the closed portion of the runway after stating he had the ATIS information and being told the area was closed on his approach.




Synopsis: A Tower Controller observed an aircraft landing on the closed portion of a runway.