elihoole/asrs-aviation-reports huggingface dataset:
Date: 201210
Local time of day: 0001-0600
Location: CRP.Airport, TX
Aircraft: Super King Air 200
Operator: Military
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C CRP
ATC / advisory: Tower CRP
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: A BE20 was doing the full procedure turn for the TACAN 13R to join the arc. A T34 was on a vector in the crosswind for a Ground Controlled Approach (GCA). When the BE20 was on his inbound turn he started to deviate westbound. They do this often and join the arc not at the IAF (RYNOL). I turned the T34 from a 040 to a 340 to follow the BE20. The BE20 then turned back towards RYNOL now going more eastbound. The turn is suppose to be a 218 heading to join. When the BE20 passed over RYNOL instead of going westbound went a little east. I have the PTL on and at RYNOL the BE20 and the T34 were opposite direction from each other. I caught this right away and turned the T34 to a 040 and climbed the aircraft to 030. I also told the BE20 to turn to a 310 heading. The BE20 never took the heading and eventually joined the arc. The closest they got was 2.98. When I turned the T34 to the 340 I allowed enough room for the BE20 to go east to RYNOL to join the arc. It was the fact the reaching RYNOL he made a turn even more eastbound. I originally thought he was joining the arc the wrong way. I caught him going east from RYNOL right away and if he would have taken my control instruction to 310 separation never would have been lost. If the pilot would have informed me that he was going to deviate from the approach plate I would have known not to turn the T34. The military is training; but they have way too many deviations. I believe the pilots think that pilot deviations are OK because they are training. If they were held accountable for a deviation maybe the number of pilot deviations would go down. If military gets a pilot deviation nothing seems to happen or change. The military deviates without telling ATC all the time and many of the times cause an unsafe situation. If they just would tell us when they are going to deviate we could accommodate a lot of the time.




Synopsis: CRP Controller described a loss of separation event when a military training aircraft made an unanticipated turn for a TACAN Approach arc; the reporter indicating the military does not hold the training aircraft accountable.
Date: 201312
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citation II S2/Bravo (C550)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew; Person Observer
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Shortly after takeoff; I was notified by Departure that another pilot saw what appeared to be smoke emanating from the right engine as I took off. I responded to Departure that everything appeared normal at that time but within seconds after that comment; the right oil pressure dropped followed by a low oil pressure warning light. I then informed departure I was turning right to return and they cleared me direct. I completed and complied with the low oil pressure checklist; requiring me to shut down the engine. Since I shut down the engine; I declared an emergency at that time. I returned; completing all required checklists; and landed the aircraft uneventfully. Upon removal of the engine cowlings and inspection of the engine; it was found that an access plate on the top of the engine was not secured properly and blew open during the takeoff roll; spraying oil on the engine. The Maintenance facility that worked on the aircraft; informed me that another vendor did the borescope inspection on the engine and must have failed to properly secure the access plate after their inspection. [That vendor] secured the access plate; re-filled the engine with oil and the engine was ran to confirm that it was operating normally and no longer leaking any oil. East Texas Turbine cleared the engine to fly; so I flew the aircraft uneventfully on the ferry flight.




Synopsis: CE550 pilot is informed by ATC shortly after takeoff that smoke appeared to be coming from the right engine. Within seconds low oil quantity and pressure are noted and the right engine is shut down. The flight returns to the departure airport where maintenance error is found to be the cause of the oil leak.
Date: 201511
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Beechcraft Single Piston Undifferentiated or Other Model
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While inbound from our training flight; tower instructed us to enter the right downwind to 30. There was a Beechcraft taking off runway 30 and departing to the Northwest. About a mile before turning into the downwind the Beechcraft was cleared for takeoff to the northwest. The Beechcraft made an early right (before the departure end of runway 12) turn to the north and continued to climb. This maneuver put the Beechcraft into our blind spot due to the location of the cowling. We continued in the downwind and crossed right in front of us (75-100 feet below and 200 feet horizontal). Student saw the aircraft before I did and turned right and descended to avoid.




Synopsis: A C172 Flight Instructor reported a near-mid-air-collision with a departing aircraft that made an early turn after takeoff and was hidden from view by the aircraft cowling.
Date: 202109
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Air Cycle Machine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Troubleshooting; Physiological - Other
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: FO turned on the packs; a terrible smell filled the cabin-dirty socks and cow manure. The #3 and I (#4) immediately found it difficult to breathe and my eyes started to burn mildly. I went to the flight deck to notify the FO (the Captain was not on board) of the smell; I told her it smelled like the last fume event I was in but she did not turn off the packs and wanted to see if the smell would dissipate. I returned to the flight deck again and told her that the #3 was having chest tightness and having a hard time breathing. I reiterated that my eyes were burning and that it was difficult to breathe. She finally turned off the packs.I should not have had to visit the flight deck twice to convey something that was pretty clear...this was not a normal smell and; coupled with the fact that two flight attendants were having adverse reactions-which was conveyed in the first visit- action should have been taken immediately. A wait and see approach was unacceptable.


Second narrative: Right before boarding the #3 and #1 were standing at 2L/R when she noticed a horrible smell. We both took our masks off to confirm the issue. It smelled like a dirty diaper that then smelled like dirty socks.  It was most noticeable in my area then it spread to other areas of the cabin. The 3 went to the flight deck and alerted the First Officer since the Captain had not boarded the aircraft yet. It became so strong I went to the front galley and got another mask for the #3 and I to layer on top of our masks. Once the Captain boarded he removed the aircraft from service. My chest was very tight and was hard to breath; I was nauseous; and a bit dizzy.


Synopsis: Air Carrier Flight Attendants reported a fume event during preflight prior to boarding. The Captain summoned maintenance and removed the aircraft from service.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Distraction; Situational Awareness; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: I was sent to a gate call on Aircraft X to change a Left-Hand Wing Taxi Light that was cracked. I arrived at the aircraft to assess the situation and then went inside the cockpit to grab the logbook. The FO (First Officer) told me he found the discrepancy during the walk around; and I told him not to worry. I disabled and locked the taxi light virtual CB (Circuit Breaker) via the MCDU (Multipurpose Control Display Unit); so there [was] no electricity flow and then went downstairs to fix the issue. I went to the vehicle I was using and grabbed three items: a new taxi light; my screwdriver and a small red box with different screwdriver bits. I placed the taxi light and screwdriver on the ground but the small red box I left it on left-hand engine strake. I proceeded to replace the Left-Hand Taxi Light; finished the job; and then I proceeded to take all the items I used. I signed the logbook inside my vehicle and called [Maintenance Control] to put the plane back to service. I was focused on finishing the job and signing the logbook and making sure the plane was good to go that I forgot to check the spot where I worked for any items that I may forgot. I gave the logbook back to the FO stating the change of the new taxi light; enable the CB on that taxi light and do another operational check of the light with the crew. I usually double check the area that I worked for any item I may left; but this time thinking that I retrieved all my work items; [I] did not double check. I went back to the shop to document the paperwork on the computer and give it to my Supervisor. The time pass by; and twenty minutes later my Supervisor tells me that if by any chance I may [have] forgot a tool on the aircraft. At [that] moment I [remembered] that I took all the items I used except for the small red box with screwdriver bits on the engine strake. I immediately went to retrieve the item I left on the aircraft but was given to me by ramp personnel. I feel ashamed because due to my carelessness; I almost posed a safety issue to the passengers aboard and the aircraft itself for leaving a tool. The only thing I can do to make up to my mistake is to never leave a tool anywhere on the aircraft and leave my tools inside the tool bag whenever I used them.




Synopsis: E175 Maintenance Technician reported leaving a tool on the aircraft engine after completing work.
Date: 201205
Local time of day: 0601-1200
Location: PSN.Airport, TX
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Citation Excel (C560XL)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: CTAF PSN
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Flight Crew
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Airport

Narrative: There was a NOTAM for Taxiway 'A' closure at Palestine; TX. There are no taxiway designations on the Commercial chart airport diagram and there are no taxiway markings on the airport. We landed on Runway 36 and cleared the runway at the end. We started down the taxiway to realize that it was a dead-end where the closure was. Unfortunately the taxiway was not wide enough for a jet aircraft to turn around on. The taxiway should have been closed at the runway end so that aircraft could not enter and be forced to back-taxi to clear the runway. Proper airport markings need to be implemented. Also proper placement of barricades would have prevented this occurrence.




Synopsis: CE560 Captain reports landing on Runway 36 at PSN and; knowing that Taxiway A is NOTAM'ed closed; turning off at the north end to find the taxiway blocked some distance south with no way to turn around. Not only does the airport not have any Taxiway signs; the airport diagrams of both the Commercial and Government charts also lack them.
Date: 201409
Local time of day: 1201-1800
Location: GRR.TRACON, MI
Light: Daylight
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E GRR
ATC / advisory: TRACON GRR
Second aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Workload
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Contributing factors: Airspace Structure; ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: ZAU ATC-0.  No automation; all manual hand offs.  Aircraft X was manual handed off from LAN approach.  I am not sure who took the flight plan information; nor who actually declared him as 'radar contact' due to the excessive amount of people in the radar room all plugged in and all coordinating (normally staffed by 2).  He checked on at 8;000 and we were running visual approaches to 26L.  During this time we were in the process of a 6 plus aircraft sequence; while working numerous overflights.  I told Aircraft X to expect a visual approach; and to proceed direct KNOBS OTM; and was about to descend him but caught myself mid sentence and noticed an aircraft that was talking to our North Approach controller.  It was Aircraft Y at 7;500 approximately 2-3 miles in front of Aircraft X.  I had Aircraft X maintain 8;000; and honestly assumed that Aircraft Y was VFR due to his 7;500 indicated altitude.  Normally there would have been a 'V' a the end of his data block to indicate he was VFR; but due to the ZAU outage; not all aircraft with the 'V' were actually VFR and vice-versa.  The biggest contributing factor was the ZAU outage.  This lead to an increased traffic and complexity.  Manual hand offs which are required due to the outage of ZAU also contributed since I had no information on Aircraft X until he was at our boundary with LAN approach.  I never actually took the hand off on Aircraft X; some one took the hand off for me (a system put in place since ZAU outage where some one coordinates everything for the controller actually working the position).  Since the ZAU ATC-0 is in the process of being fixed; I would say the best thing that could be done is have a back-up system so that facilities surrounding each other can still transfer information automated between each other even without ZAU.




Synopsis: GRR Approach Controller describes a conflict of two aircraft and is concerned about who took the hand off on one of the aircraft.
Date: 201505
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 2000
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Automation Overrode Flight Crew; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew FLC Overrode Automation; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While climbing on profile both slats extended without being commanded. Confirmed visually. Complied with checklist. Airplane handled very well throughout entire flight. Decided to divert to a nearby airport; which has long runways and was close to where the event took place. Flaps retracted on their own through FL250. Approach and landing uneventful.

Callback: The reporter stated the .73-.74 climb profile was being flown when this event happened. The Falcon has two Angle of Attack (AOA) systems calibrated to different thresholds. If a stall were sensed; a slat extension and other stall indications would result. That was not the case here because no other stall indications or Not in Positions (NIPS) alerts were indicated. The reporter has not heard what system faulted to cause the slat extension.



Synopsis: During climb through FL360; M.74 a Falcon 2000 slats extended uncommanded with no abnormal handling characteristics. During descent to a divert airport; the slats retracted at about FL250. An uneventful landing was accomplished.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower ZZZ
Aircraft component: Powerplant Fuel Valve
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While holding number one for takeoff; I finished the Throttle Burst Check and dropped my hand toward the parking brake lever. My finger inadvertently caught the number 1 engine start lever and pulled it out of the detent. It moved slightly out of the idle position and I perceived the engine instruments rolling back to shut down. Rather than pushing the start lever back to idle; I elected to continue to shut the engine down normally. Before we could inform Tower that we would need a couple of minutes before departure; Tower cleared us to Line Up and Wait. Before moving; we told Tower we were not ready and needed to taxi around (2 other planes behind us). Tower cleared us down the runway and take the first exit and stop there. We did. We accomplished an engine start; accomplished the Before Taxi and Before Takeoff checklists and departed normally. More attention on my part to cockpit tasks. First Officer and ATC not involved in causing event.




Synopsis: B737 captain reported inadvertently bumping the number 1 start lever out of the run position while holding short causing the engine to shut down.
Date: 201701
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Procedure

Narrative: Arriving at the aircraft the cabin lights were at the dimmest setting. The escape path lights weren't glowing. Manually turned on the emergency lights to see if this aircraft had the electric escape path lights. Was not sure about how this aircraft's escape path lights worked so I called [Maintenance]. [Maintenance] was not sure which system was on the aircraft. Contract maintenance was called out. The Photoluminescent system is installed on this aircraft. The Photoluminescent system was completely discharged. Maintenance recharged the system. [Maintenance] should have a list that shows the type of escape path light system on each aircraft. On Remain Overnight aircraft with the Photoluminescent system the cabin lights need to stay on bright to keep the Photoluminescent system charged.




Synopsis: A319 Captain reported the new photoluminescent escape path lighting system had discharged overnight because the cabin lights were dimmed during the down time.