elihoole/asrs-aviation-reports huggingface dataset:
Date: 201503
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Aircraft component: AC Generation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness; Distraction; Training / Qualification; Confusion
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Chart Or Publication; Procedure; Human Factors
Primary problem: Aircraft

Narrative: While on the arrival into IAD we got a GEN 2 OFF master caution message.  My First Officer (FO) was pilot flying.  I told him he had the radios and then looked up GEN 2 OFF. The procedure in the QRH had me select the generator to OFF/RESET then AUTO.  Looking at EICAS I was hoping to see the GEN 2 OFF message extinguish.  Instead both EICAS displays filled up with messages and the ADG deployed.  After a few moments of processing what had happened I looked up and found my hand on GEN switch 1.  Power was restored to both generators.  The APU was started in case GEN 2 should fail again.  ATC was informed but an emergency was not declared as power was restored.Looking back I should have slowed down and gotten confirmation from my FO that I had the correct switch and not be in such a hurry to complete the checklist.QRH improvement for GEN 2 OFF.1. If APU is available for use....START    (If the APU generator is running and a pilot accidentally switches off the wrong generator; there will be no interruption to electrical power and the ADG will not deploy.)2.  Affected generator switch.....CONFIRM then OFF/RESET then AUTO     The preface in the QRH mentions that thrust levers and guarded switches should be confirmed before moving or selecting. When a pilot is using the QRH in flight (s)he is not reading the preface.  They are using a checklist in the QRH to troubleshoot or solve a problem.  Seems the word confirm should be used in the checklist since that is what the pilot is reading.




Synopsis: A CRJ-700 GEN 2 Master Caution alerted so the Captain; with the QRH; began the Reset procedure but turned GEN 1 OFF. GEN 1 was quickly re-establish now with the ADG deployed. Both generators were eventually re-established.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Weather elements / visibility: Rain
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Manuals; Procedure
Primary problem: Company Policy

Narrative: Aircraft X was parked on gate XX and required [multiple work cards] to be accomplished. We notified management the outside temperature was 27 degrees and greasing could not be accomplished IAW (In Accordance With) [the AMM; Aircraft Maintenance Manual]. Management insisted on accomplishing the work cards so we then informed management the aircraft must go inside the hangar. Management informed the probationary AMT (Aviation Maintenance Technician) to accomplish the job outside; which he did.Management was notified of the current outside temperatures at ZZZ were 27 degrees and well below the AMM limit of 32 degrees for greasing but still wanted the [work] cards accomplished. When management was notified that the aircraft would have to go into the hangar they pressured the probationary AMT to accomplish the job on the gate to avoid getting a delay for the morning departure.Management should stop harassing the AMT's and to follow the IAW procedures of the maintenance manuals that all maintenance personnel are required to follow including management!Management knew of the assigned work cards and forecasted weather at ZZZ and should have planned to have the aircraft brought into the hangar in the beginning of the night to avoid pressuring the AMT's to accomplish this task outside.




Synopsis: Mechanic reported that management disregarded Maintenance Manual procedures and assigned a maintenance task to be accomplished in conflict with published procedures.
Date: 201810
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Training / Qualification; Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Company Policy; Human Factors; Incorrect / Not Installed / Unavailable Part; Chart Or Publication; Aircraft; Manuals; Procedure
Primary problem: Procedure

Narrative: I was tasked with changing the #200 main landing gear assembly which involves replacing the main side strut assembly. The lower portion of the side strut was found to be installed backwards.An FCD was issued the inspect the fleet for this problem. It was found on a RON.The task is very lengthy; taking more than one shift to complete; and the work card that is used requires you to refer to one of the many figures in the back often or just says refer to the AMM. We receive the upper and lower main side strut as a single unit already assembled and cotter pinned from stock. The work card step only indicated; if necessary; invert the articulation nut. It did not specify the need to rotate the lower strut or give any installation procedures. The note regarding the bearing is vague and relies solely on the image given.I was informed it was found while preforming the FCD at another base. Include steps and figures for installing the articulating nut and make it a step on the work card to inspect the orientation of the side strut instead of just a note. Have the assembly come from stock with the nut loose and no safety pre-installed.




Synopsis: Technician reported installing a main landing gear side strut assembly backwards; citing unclear documentation.
Date: 201503
Local time of day: 0001-0600
Location: LAS.Airport, NV
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon boarding the aircraft to do preflight duties we immediately encountered a rancid heavy pungent odor permeating the entire aircraft. It smelled of rotten eggs; wet socks or dirty laundry smell. Even with heavy deodorizers the smell continued. We began to feel very nauseated. We reported it to the Captain who said it was fine and we were taking it as is.We then taxied out onto the runway and mid demo the engine roared to make a turn. Then the air from the bleed air in the aft galley vent blew air onto my face while reading the demo. I lost my breath; became dizzy; started coughing and wheezing and had difficulty breathing. I felt disoriented with a severe migraine; nausea and tremor on the left side of my body. My heart began racing and I felt very ill. I tried to finish the demo as quickly as possible. We made an Emergency call to Captain stating that myself and several passengers in the aft cabin were feeling very ill from the noxious fumes. He decided that a gate return was in order. I felt as though I was losing consciousness so with the assistance of [another] Flight Attendant I obtained a POB and took oxygen which helped the racing sensation in my heart and the dizzy disorientation.Maintenance did not replace or address the Wet Seals where the toxins were coming from. Instead they simply ran the engines for 20 minutes and changed the filters. After this I was told that there was no Flight Attendant available and if I went home sick then the flight would cancel. So I felt pressured to continue the trip. I arrived very sick from the chemical exposure. I will work my flight home and then will go to a [facility] for chemical exposure testing upon arrival [at home].We need a Cabin Air Quality program at the airline and a mandated mandatory Wet Seal change out program for our aircraft bleed air systems in order to prevent future Fume Events and Aerotoxic Syndrome exposures to our Cabin Crews and Passengers.




Synopsis: Flight Attendant reported becoming ill from noxious fumes (that smelled of rotten eggs or dirty socks) in the cabin.
Date: 201403
Local time of day: 0001-0600
Location: SBN.Airport, IN
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E SBN
ATC / advisory: TRACON SBN
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion
Anomaly: ATC Issue All Types; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert
Contributing factors: Human Factors; Procedure; Chart Or Publication
Primary problem: Human Factors

Narrative: This is a general report regarding multiple events on the FISSK 2 Arrival into MDW. The times noted are estimated and refer to the most recent of several events. Chicago Center issues aircraft to cross the FISSK waypoint on the FISSK 2 arrival at 11;000 FT and hand them off to us; South Bend Approach. I have noticed on more than one occasion aircraft cross the FISSK waypoint at 11;000 FT; and without ATC instruction; begin to descend or ask if they are allowed to descend. The pilots are instructed to fly a transition after the HALIE intersection. When they review the transition; some confusion may occur. The arrival says to cross HILLS waypoint at 5;000 FT or SAILZ waypoint at 3;000 FT (depending on the transition). The pilots think they are free to descend at that time. I caught one pilot starting to descend as I was issuing a descent clearance from 11;000 FT to 10;000 FT. I asked the pilot if he was already starting to descend seconds before I was talking. He said he was and explained the confusion on the altitudes posted on the transition. There was no deviation since he had only dropped 100 FT and I was descending him anyways. There have been several other pilots that question ATC about whether or not they are allowed to descend. From what I have experienced; every aircraft was being operated by a single air carrier. Note: South Bend has a LOA with Chicago Approach to hand off aircraft at 6 or 7 thousand FT. The transitions show 5 and 3; therefore South Bend never issues a 'Descend Via' clearance. Remove the crossing restrictions since we don't issue them (due to LOA). Change the 'Note:' on the arrival to say 'Expect' instead of 'Cross'; Contact this Air Carrier and see if they are receiving the proper training on arrival procedures.




Synopsis: SBN Approach Controller reports many pilots becoming confused during the FISSK 2 RNAV arrival into MDW and descending before being cleared to do so. A descend via clearance is never issued for this arrival due to the LOA with Chicago Approach and the reporter believes the altitude restrictions at HILLS and SAILZ should be changed to expect altitudes.
Date: 201707
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Haze / Smoke; 6
Light: Daylight
Aircraft: Piper Aircraft Corp Undifferentiated or Other Model
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: I was on short final to runway XX at ZZZ. I was broadcasting on UNICOM and the only other traffic was a Robinson helicopter air taxiing on parallel taxiway. Just prior to landing the two vans that shuttle skydivers around (there were skydivers next to the approach end) entered the access road that circles close to the runway and were directly in my path. I pulled up; went over them and landed further down the runway. This is not the first time. The skydiving vans drive in the approach path; kicking up dust; without using a radio and without regard for any aircraft on final.




Synopsis: A Piper pilot reported that two vehicles entered the approach end of the runway during final approach.
Date: 201210
Local time of day: 1201-1800
Location: TEB.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: 6
Light: Daylight
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B EWR; Class D TEB
ATC / advisory: TRACON N90
Aircraft component: Autopilot
Component problem: Design
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: Departing TEB Runway 24 on the RUUDY4 departure; WENTZ intersection has a mandatory crossing restriction of 1;500 FT. After liftoff and gear retraction; I asked for the autopilot to be engaged at approximately 900 FT to insure that the aircraft leveled at 1;500 FT at WENTZ. As the aircraft approached 1;500 FT; the climb rate was such that the autopilot overshot the altitude by 100 FT. I disconnected the autopilot and manually flew the aircraft back to 1;500 FT. The Departure Controller then cleared us to 10;000 FT with no further comment. I relied on the autopilot to level the aircraft at 1;500 FT assuming that would be the case. In the future; I will be more vigilant that the autopilot will comply with the performance that I expect.




Synopsis: G450 First Officer reports overshooting the 1;500 FT initial level off altitude on the RUUDY4 departure from TEB. The autopilot was engaged at 900 FT and was unable to make to make the level off precisely.
Date: 201202
Local time of day: 1801-2400
Location: PBI.Airport, FL
Aircraft: Learjet 40
Operator: Fractional
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C PBI
ATC / advisory: TRACON PBI
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was vectoring a LR40 to a south downwind; I instructed him to descend and maintain 2;500. I had other things going on and I looked up and saw that he had descended to 1;500 just south of the localizer.




Synopsis: PBI Controller described an unauthorized descent below assigned altitudes resulting in a MVA infraction.
Date: 201709
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Main System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: [Enroute] we got L HYD QTY alert. We observed left hydraulic fluid quantity continually and steadily decrease from 0.70 to 0.0. When quantity went to zero; we got a L HYD PRIM PUMP alert; with PRESS light on left engine hydraulic pump; with left QTY light on overhead panel. Complied with QRH for left hydraulic quantity and Left Hydraulic Primary Pump procedures. Engine driven pump was secured. Left hydraulic pressure remained at 3000 +/- 100 PSI. Left hydraulic electric pump remained in AUTO. [We advised] Center; and a normal visual approach was conducted. Configuration to flaps 30; approach; rollout; and clearing runway were all normal. Fire/Rescue looked over aircraft from their vehicles and found no irregularities. Captain elected to taxi in without escort. Taxi to parking was normal. All hydraulic systems performed normally to block in. Left system hydraulic quantity depleted to zero. Maintenance verified left hydraulic reservoir empty. No suggestions. This aircraft has approximately 2500 TTSN (Total Time Since New). I wouldn't expect any hydraulic components to fail at this point in the airframe life.


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


Synopsis: B767-300 flight crew reported diverting following loss of the left hydraulic system.
Date: 201706
Local time of day: 1201-1800
Location: ZZZ.Tower, US
Weather elements / visibility: Windshear; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Other banner
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Commercial
Human factors: Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather
Primary problem: Ambiguous

Narrative: Had a one hour banner flight. Upon return I was instructed to do a low pass of 250 ft over the banner box field following company operating procedures so a picture could be taken. Once I reached my altitude of 250 ft I put in full power to begin my climb but experienced wind shear [and] the plane [was] unable to climb or gain airspeed. My banner detached hitting another parked airplane causing minor damage to its right wing.




Synopsis: Banner tow pilot reported encountering wind shear that limited the climb capability; causing the banner to detach and hit a parked aircraft.
Date: 201908
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Cessna 162 Skycatcher
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Anomaly: Conflict Airborne Conflict
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were returning to ZZZ1 from ZZZ on Saturday afternoon in a Cessna Skycatcher 162; flying VFR. Active runways for departures from ZZZ were [Runway] XXL and XXR. ATIS wind was 110 @ 8kts; but Ground was calling 110. The aircraft owner (right seat) requested and received permission to use Runway XX due to crosswind concerns. We taxied and did the run-up on taxiway 'F' near Runway XX. After waiting for several departures from Runway XY; we were cleared for takeoff on Runway XX with a left turn on course.We took the runway; accelerated; and rotated. About 1/2 down the runway; a dark blue single engine; low wing aircraft crossed in front of us about 1;000 feet ahead and 300 feet above. I arrested my climb and held level at about 300 feet AGL until well past the crossing point. I then began a shallow climbing left turn. At XA:06; Tower requested our on course heading and provided a traffic advisory. The rest of the departure proceeded normally.




Synopsis: Cessna 162 Pilot reported an airborne conflict immediately after takeoff rotation from crossing runway traffic.
Date: 202011
Local time of day: 0001-0600
Location: ZFW.ARTCC, TX
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZFW
ATC / advisory: Center ZFW
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: 40 minutes out of ZZZ near Abilene TX; received ATC transponder 1 and 2 Fail. Followed by a GNS 1 and 2 Fail. Reported event to ATC and Maintenance Control; followed QRH procedures. Another aircraft in the area reported same thing. ATC suspected GPS jamming event. GPS military jamming.




Synopsis: Air Carrier Captain reported multiple flight deck electronic component failure to ATC. ATC stated very likely caused by GPS jamming.