elihoole/asrs-aviation-reports huggingface dataset:
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Flap/Slat Indication
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Distraction; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Paperwork Review
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Manuals; Human Factors
Primary problem: Human Factors

Narrative: Upon starting my shift; June morning 2013; Mechanic Y and I; as (Mechanic X); were informed that we were going to [another airport] to replace a right hand; inboard Slat Disconnect Sensor that was physically broken on a CRJ-900 aircraft. Arriving at the gate; I ordered the part with the part number given to me from Maintenance Tracking Program  parts computer system for merged Air Carrier aircraft; instead of [using] our Air Carrier's Parts Computer System. I transposed a CRJ-900 aircraft into a CRJ-200 aircraft in my head; mistakenly made a material request for a CRJ-200 and prepared tooling; manual references; etc. to leave [for the other airport]. It was not until we arrived back that I realized that I had the wrong Serviceable tag; and that I had ordered the part from the wrong stock. I discovered I had the wrong type of Serviceable tag for the aircraft I was working on. I was slightly rushed to get everything together to get to the plane on time; but I am in no way using that as an excuse for the mental lapse. I just did not pay close enough attention to which fleet I was to work on. I contacted the Supervisor on duty. [Recommend] paying closer attention to what aircraft fleet I am working on. Aircraft Out of Service (AOS).




Synopsis: A Line Aircraft Maintenance Technician (AMT) realizes he improperly ordered an inboard Slat Disconnect Sensor for a CRJ-900 aircraft through the parts computer ordering system of their merged Air Carrier's inventory program; instead of using their own parts ordering system. He noticed the incorrect serviceable tag after returning from a field trip.
Date: 201301
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Hydraulic Auxiliary System Ram Air Turbine (RAT)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: The crew reported the Air Driven Generator (ADG) auto-deployed at altitude in mild turbulence. When I arrived at the aircraft the ADG was already re-stowed by other maintenance personnel. Upon inspection of the manually deployed ADG; I noticed the manual retraction pump reservoir contained no hydraulic fluid through the sight glass. The reservoir was serviced to the full level with hydraulic fluid. I cycled the ADG to the stowed position several times to bleed the system per the AMM [Aircraft Maintenance Manual]. With the reservoir and the system full; the ADG was completely in the stowed position.




Synopsis: A maintenance technician identified that other maintenance personnel had re-stowed an Air Driven Generator (ADG) without verifying that the hydraulic reservoir had been serviced to full. He serviced the unit and bleed the system prior to completing the task.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Pressurization System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Workload
Second reporter function: Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: On the ground; we had an MEL which led to numerous procedural events. We could not use APU air for takeoff and [had to perform] a bleeds off takeoff. Thus an unpressurized procedure was required and complied with from the AOM. At 3;000 FT; we reconfigured the aircraft to pressurized flight--packs were auto; bleeds turned on; pressurizations system to auto; and cruise altitude reselected to 34;000 FT. The aircraft began pressurizing correctly. Passing through 10;000 FT; the climb check was accomplished. The pressurization was normal at cabin altitude of 3;000 FT. Passing 29;000 FT; we got a Cabin Altitude Warning horn; and immediate complied with the abnormal pressurization memory items by putting our masks on and establishing communication. We immediately thought of the MEL; and double-checked that we had all the switches in the correct position. Finding everything correct; our next thought was getting down to 10;000 FT. I went straight to the Emergency Descent Checklist; but failed to complete the entire Abnormal Pressurization Checklist; which directs us to go to manual and close the outflow valve. We descended to 10;000 FT; and coordinated a divert.


Second narrative: [Narrative #2 contained no additional information.]


Synopsis: B737-300 flight crew experienced loss of cabin pressure. They descended to 10;000 FT and diverted to the nearest suitable airport.
Date: 201502
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While taxiing into the gate; the forward cargo fire light and fire bell went off in the cockpit. I instructed First Officer to read the procedure for a Forward Cargo Fire light. I elected to continue taxiing to the gate due to its close proximity to the aircraft. Before the First Officer could read the checklist; the light and horn extinguished in the cockpit (light and horn were on for approximately 10 seconds.) I stopped the aircraft and shut down the engines. I did not see the Ramp Workers indicate any fire indications and the Flight Attendants did not see any abnormal indications. I elected to not complete the Forward Cargo Fire light checklist. I wrote up the discrepancy and Maintenance was called.Upon further review; a motorized wheelchair was still connected to its battery and the wheel was moving and rubbing against another object. There were small shards of wheel on the deck of the forward cargo area and a slight smell of burnt rubber. It was determined that the odor of burnt rubber set off the Forward Cargo Fire detection light.




Synopsis: B737-700 Captain reported receiving a momentary forward cargo fire warning on taxi-in that was later traced to a motorized wheelchair that still had the battery connected.
Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Stearman
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Aircraft component: Brake System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: A beautiful day for flying. I had just made a nice landing in Stearman and was in the process of using lots of rudder inputs to keep the aircraft on the runway which is typical for Stearmans. The aircraft swerved slightly towards the right side of the runway and I had almost brought the aircraft to a complete stop when it then nosed over. Some damage was caused to the propeller and to the top wing skin. The cause of this situation may have been applying the brakes too heavily. Preventative measures for future flights include using the brakes as little as possible (a desirable goal for most tail wheel aircraft).




Synopsis: Stearman pilot reports using too much braking as the aircraft is about to stop after landing; resulting in a nose over with propeller damage.
Date: 201712
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B757-200
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: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Second reporter function: Pilot Flying; First Officer
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Attendant
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing through FL220 the EICAS annunciated LAVATORY SMOKE. Flight attendants reported hearing the right aft lavatory smoke detector alarm. Flight attendants did not observe smoke or smell smoke in the lavatories. ATC [was advised] and the flight diverted to [the departure airport].


Second narrative: As the indication of smoke had cleared; and no actual smoke was observed in the cabin; we returned to the gate; where we were met by numerous station personnel and company representatives.In chatting with the passengers while we awaited maintenance to investigate; I was informed that the smoke alarm had sounded (unknown to us) 'shortly after takeoff'; and that the last two rows did indeed smell burning. None of this information had been relayed to us in a timely manner; it seems. Indeed; our first indication was our EICAS message. At no time did I ever smell smoke; or observe any.


Synopsis: B757-200 flight crew reported returning to the departure airport after receiving a lavatory smoke alarm.
Date: 201901
Local time of day: 1201-1800
Location: ZNY.ARTCC, NY
Aircraft: Gulfstream V / G500 / G550
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZNY
ATC / advisory: Center ZNY
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Developmental
Human factors: Communication Breakdown; Fatigue
Anomaly: ATC Issue All Types; Airspace Violation 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 New Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Took radar on Aircraft X from Liberty South; climbing to 17000; direct WHITE. Soon after I took the aircraft; I saw a Mode C intruder about 8 miles off to the west of him; moving eastbound fast and climbing. The Mode C intruder was probably around 15000 and climbing while Aircraft X was at 16000 climbing to 17000. Liberty South Controller switched Aircraft X to me. The targets appeared like they were going to merge and I had to assume the Mode C intruder was going to climb; I had no information about him other than what I saw. I immediately climbed Aircraft X into ZNY sector 56's airspace without making a point out. The Mode C intruder indeed did cross Aircraft X's path and climbed as high as 17600 at one point. I believe they would have merged. I believe that fatigue is likely to have been a factor in this incident. I know that I have been working very long hours and today is my 6th day of the week (overtime). I can imagine that the controllers around me feel the same. Furthermore; I have heard that ZNY management has been looking at the use of sick leave during the ongoing government shutdown in an effort to penalize controllers who are taking furlough leave. I do not know if this is true; but this is what I have [heard] and I know that it scares me. I believe that it has probably scared other controllers into coming into work when they might not be able to perform to the best of their ability. This incident has definitely been an eye-opener for me to be extra cautious when controllers are being stretched thin. I don't think that Liberty South should have switched the aircraft without calling traffic or resolving the conflict. I do not know if they were talking to the Mode C intruder but they must have seen him. Also if I had caught the Mode C intruder sooner; I would have been able to complete a point out to 56 before climbing my traffic. As it was; I think that the airspace violation with Sector 56 was unavoidable in order to keep Aircraft X safe.




Synopsis: ZNY Controller reported an airborne conflict which was avoided by climbing an aircraft into another sectors airspace without a correct point-out. Reporter stated fatigue issues related to the government shutdown.
Date: 202103
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Champion Citabria 7ECA
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Carburetor
Component problem: Failed
Reporter organization: Personal
Reporter function: Flight Engineer / Second Officer; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On descent for landing ZZZ engine lost all power. I immediately told ZZZ tower that I had a priority situation and was experiencing engine failure. I rocked the wings; turned fuel back and forth; put throttle in out; mixture also; along with checking mags etc. Engine finally came back to some power and then all power returned. Continued on for a successful landing at ZZZ. Upon parking aircraft at the hanger had fuel topped off; it took 24 gallons to top. I had 12 gallons remaining. Checked airplane out with mechanic and found broken mixture control cable as the cause. Cable was completely severed at the carburetor.




Synopsis: Citabria pilot reported loss of engine power on approach due to broken mixture cable and continued to a successful landing.
Date: 201911
Local time of day: 1801-2400
Location: HCF.Tower, HI
Aircraft: No Aircraft
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Distraction; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Every radar scope went black including the Tower; TRACON and Center. I'm not sure for exactly how long but probably 8-10 seconds. I'm not sure why it happened so I'm unable to give any recommendations.




Synopsis: HCF Controller reported a radar outage.
Date: 202002
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: PA-30 Twin Comanche
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Situational Awareness; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: During a solo flight from ZZZ to ZZZ1 I was cleared for the ILS XX into ZZZ1. Not having flown an ILS approach in a while; as I normally chose RNAV approaches; I decided to shoot the ILS. With the autopilot on; I turned to capture the localizer; the bearing pointer never appeared. Tower called on the radio and said that Approach was reporting that I had not captured the localizer. I replied that I thought I had intercepted it; but something did not seem right and requested to fly the missed approach. I was then asked to change frequencies back to Approach Control. I was given a heading and was leveling off. I then turned the heading bug and turned off the GPSS function on the autopilot. My focus then went to why the GPS did not display the bearing pointer for the localizer. At some point I realized that I was in what I thought was an unusual attitude; and maneuvered to level the wings and raise the nose to stop the descent. Still not knowing why or how the autopilot turned off. Approach then contacted me about my heading and altitude which resulted in my focusing on whether the autopilot was on or not and; another pitch up and slight bank occurred. At this time I had become uneasy and unsure of myself and asked for an easterly heading. I was given the heading and an altitude that would put me on top of the clouds. Once I broke out of the clouds I took a deep breath; confirmed the autopilot and GPS were set up correctly and asked to return to ZZZ.Once on the ground and given time to decompress; with some review of the GPS system; I realized that I had not flipped the localizer frequency during the initial approach which started the issues. Subsequently my focus was diverted and I stopped doing [the] basic job of scanning. I still have not figured out what the issue with the autopilot was; whether it disconnected on its own or if I hit the disconnect button on the yoke inadvertently.




Synopsis: PA-30 pilot reported not being able to intercept the localizer and thought he had GPS equipment problems.  Pilot eventually realized he had not flipped the localizer frequency to correct position.
Date: 201708
Local time of day: 1201-1800
Location: ORD.Airport, IL
Light: Daylight
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ramp ORD
Reporter organization: Air Carrier
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: B777-200 aircraft was cleared for Dispatch from the Tower at [gate X]. During pushback the Pilot frantically called to stop dispatch. The Tower had cleared another Aircraft to approach [gate Y]. The dispatcher had to make an abrupt emergency stop of the aircraft. It was such a hard stop that Maintenance ran out to the aircraft thinking that they broke a tow bar. The dispatcher was very rattled by this incident but was glad that no damage occurred.




Synopsis: ORD Ramp Agent reported a pushback had to be abruptly stopped because another aircraft had been cleared into an adjacent gate.
Date: 202011
Local time of day: 1201-1800
Location: IAH.Airport, TX
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent; Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: After passing waypoint GILLL on the LINKK1 arrival into IAH; we were cleared runway 27 ILS approach. The next waypoint on the flight was RDFSH then GEYGR. GEYGR was to be passed at 3000' while we were around 3600'. Being cleared the ILS approach; we were to comply with crossing restrictions that were still in place on the approach. The restriction was noted on the approach as a small note; and we announced it too late. The approach controller alerted us high on the crossing restriction and we were then able to comply with the rest of the crossing restrictions. After being swapped runways late in an arrival; we should still review all notes and restrictions applicable to the approach. The note indications are easy to miss; but I am well aware now of specific crossing restrictions instead of waypoint floors on an approach. I believe it would be beneficial to have these notes and restrictions in different colors or noted right below the waypoint name to make it more obvious to the pilots. The constant change in runway assignments late in arrival makes it easy to miss small annotations on approach plates that are important for traffic separation.




Synopsis: Captain reported missing a required crossing altitude on LINKK ONE STAR and ILS runway 27 into IAH.