elihoole/asrs-aviation-reports huggingface dataset:
Date: 202101
Local time of day: 1801-2400
Location: ZZZ.TRACON, US
Light: Night
Aircraft: Dash 8-400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Critical; No Specific Anomaly Occurred Unwanted Situation
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Returned To Departure Airport; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed As Precaution; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During climb out from ZZZ en route to ZZZ1; we got a chime that quickly went away but then continued to happen. We noticed that the [Engine] #2 oil pressure was fluctuating between the normal indication of about 67 PSI to below 31 PSI. We confirmed the chimes came from the #2 oil pressure warning. We ran the #2 oil pressure warning checklist which later asked if the NP was below 300. It showed 364 and then asked if the NH was below 64%. It was showing between 67% to 69%. We turned back to ZZZ and through out the descent and approach the chime would continue.Causes: Upon landing Maintenance notified us that the #2 Engine was leaking oil and when they opened the nacelle they noticed it had oil all inside the nacelle.




Synopsis: Flight Crew reported an Air Turn Back after #2 engine began to lose engine oil quantity.
Date: 201908
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: Anticollision Light
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Time Pressure; Troubleshooting; Workload
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Contributing factors: Procedure; Manuals; Human Factors; Aircraft
Primary problem: Human Factors

Narrative: After troubleshooting the aircraft for R/H nav lights being inop; it was determined that the fwd and aft nav lights required replacement. I had grabbed a nav light off of the shelf with assistance from stores people; but inadvertently took the L/H light assy out to the aircraft. I assisted the other mechanic in taking the winglet panel off and then proceeded to replace the aft light assembly while the other mechanic replaced the forward one. After we completed the task; we performed the ops check of the system but no one noticed that the wrong color nav light was installed. We put the aircraft back together and I completed the paperwork in XXXXX. Again; it was not noticed when the paperwork was completed and the part was returned back to stores. We were probably rushing to get the job done and we did not pay attention to detail as much as we should have. A lot of things went wrong to set this up and we should have verified that we had the correct part in the first place to prevent this from happening as well as paying closer attention to the parts tag and ops check. In the future; that is exactly what I will do to keep this from happening again. Also; I signed off the work performed on both the fwd and aft nav lights even though I only replaced the aft nav light. In the future; I will not sign off work that I did not complete all of the work. I was unable to see the forward nav light when we ops checked the lights and therefore should not have taken all the responsibility for the sign off.


Second narrative: Trouble shot the r/h nav light and it ended up being that light. So we then changed the light and figured that the issue was the nav light and it ended up being the wrong color of the light that was installed. I believe the main problem was lack attention to detail; making sure this problem does not happen again I would be more collective and calm while changing this part and making sure it is the right part while ops checking the system.


Synopsis: Technician reported feeling rushed and pressured contributed in him installing an incorrect part on aircraft.
Date: 201703
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Citation V/Ultra/Encore (C560)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Single Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While flying at FL390; I asked to climb to FL410 for light constant turbulence. I was flying with the O2 mask on already; because I fly single-pilot; and upon reaching FL395 I heard a pop and then a small air noise. I knew immediately that my door seal had a leak and I told ATC that I needed [a lower altitude]. I started an emergency descent so that I would not lose the entire cabin. The cabin started to depressurize at approximately 4;000 FPM; so I came down as fast as I could. I was trying to relay to ATC what I needed; but was more concerned with getting the airplane to a safe altitude so that the door seal would stop leaking and repressurize the cabin. ATC asked if I needed to [assistance] and I said yes; so they let me descend to 16;000 ft. After reaching 16;000 ft; the seal stopped leaking and I had a chance to talk to ATC about what happened. We discussed what the problem was and a better way to communicate it to them if this ever happened in the future. This was not our first time our door seal froze in flight so we are currently undergoing extensive maintenance and troubleshooting to find the underlying issue. During the descent; the masks did not drop and none of the passengers were injured or even experienced any real discomfort.




Synopsis: CE-560 pilot reported descending without clearance after he lost cabin pressure when a door seal started leaking.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I answered an incoming call as the Dispatcher working; that desk was busy. The Captain asking for 1;200 lbs added fuel. I pulled up the release and added the fuel; signed my name; and re-released it. The afternoon Dispatcher; shortly after taking over the desk discovered a [Maintenance Discrepancy] item that required the aircraft only be routed to [Company] Maintenance stations. I assumed the morning Dispatcher had verified that ZZZ was an [Company] Maintenance station when adding the Captain fuel so I did not dig into it. ZZZ is not an [Company] Maintenance station. The end result is that I signed my name to a release that was out of compliance with [Maintenance Discrepancy].The release that had already calculated out of compliance was revised by myself to add captain fuel without looking into the [Maintenance Discrepancy] compliance first.Dispatchers need to be very careful when signing their name to another dispatcher's release; no matter how minor the change. I do not believe this to have been a safety issue; however I have decided to disclose the information in an effort to improve policies and procedures in order to mitigate future occurrences.




Synopsis: Dispatcher reported that a release was signed that was created by another Dispatcher; resulting in errors.
Date: 201504
Local time of day: 1201-1800
Location: ATL.Airport, GA
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Second aircraft: B747 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: On downwind following only 6 miles behind a heavy B747; we received bad wake turbulence. We advised ATC of this but they still kept us 6 miles in trail. On the way down during the descent on final approach; we were discussing the probability of discontinuing the approach and because of this high workload and the added stress of the wake and possible wake; I forgot to switch our frequency over to the tower frequency. At approximately 2000-2500 feet we decided to discontinue the approach and begin a go around and it was at this time when I called ATC to let them know we were going around that I realized I was still on approach control frequency. Approach control asked if we were with the tower but I told him no; so he then issued us a climb and heading instructions with which we complied. The approach ATC then vectored us around for another approach and landing without incident. Threats were bad wake turbulence we encountered on downwind and the possibility of encountering more wake as we continued the approach. The error was not switching frequency to tower due to high workload and stress from the possibility of more wake at lower altitudes. It is my opinion that the company should insist that ATC give us way more spacing behind a heavy B747 which is configuring and slowing for approach and landing. This is when that aircraft type becomes a danger to any and all aircraft in trail of it and the spacing must be increased.




Synopsis: CRJ-900 Captain reported executing a go-around when 'bad wake turbulence' was encountered on approach to ATL in trail of a B747.
Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Icing; Rain; 7
Light: Daylight
Aircraft: Turbo Commander 690 Series
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Air/Ground Communication
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Aircraft

Narrative: During climbout we encountered light rime icing and I requested the deicing boot to be cycled. Later while we were in cruise pilot not flying (PNF) observed that the right deicing boot had not fully deflated. The boots were then re-inflated and they still would not completely deflate. Over the next few minutes I tried several times; using the manual mode; to make sure the regulated pressure gage was indicating within the green zone. A short time later the PNF noticed the left side artificial horizon was inop and stated that the suction gauge was indicating zero. We agreed the best course of action was to return to our departure airport. There were numerous failed attempts to reach Center and the FSS on both COMMs; after we had received our return clearance. At that time we noticed an air carrier flight seemed to be having a lot of trouble with Center as well during their climb out of our destination. The PNF was able to communicate with them and they relayed approach clearances to us from ATC. During descent the checklist was completed and I requested all deicing to be turned on. Before getting to the SSR VOR the radio trouble with ATC had ceased.A short time later the electrical system flickered; however it did not interrupt the function of the Garmin GPS nor the radios. We reported over a prominent landmark we were cleared to land Runway X. Before reaching the FAF we became VMC and the PNF called out the runway in sight. I looked up to see surrounding terrain and called for full flaps. Shortly thereafter there was a complete electrical failure; all indicator lights; the MFD and PFD; as well as the GPS and headsets were inoperative. I immediately looked outside and continued the visual approach to Runway X. About 5 seconds later the power came back on and we reconfirmed a clearance to land. From that point on the power neither flickered nor fail till shut down.After shutdown we notified Dispatch and System Maintenance and informed them of all that had happened and wrote up three maintenance squawks.




Synopsis: A Turbo Commander crew encountered difficulties with ATC communications; leading edge deicing boots; and their electrical system.
Date: 201201
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic Syst Pressure/Temp Indication
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: [We] got briefed on inbound log items from Captain bringing the aircraft in. When I stepped on the aircraft I saw two mechanics that appeared to be working on the cabin items. I put my bags in the cockpit and turned to see the mechanics leaving the aircraft. I was told by my Purser that the Mechanic told her all the items were cleared. I then ran out to the bridge to try and catch the Mechanic because it was obvious he wasn't going to debrief me. When I asked him for a maintenance status he gruffly responded everything was fixed. I returned to the cockpit and began my preflight. When I reviewed the Maintenance Release I discovered that the fix for the Center Hydraulic System Pressure light inoperative was 'cycle and cleaned switch message clears'. When I looked at the overhead panel I found the C Hydraulic System Pressure light out with both electric pumps off. I tested the lights and the System Pressure light worked properly. I also reviewed the EICAS messages and discovered the C Hydraulic System Pressure not enunciated. I wrote the system up again and contacted Maintenance. The Mechanic came to the cockpit. I pointed out the overhead panel and lack of system pressure light. He then went about pulling the annunciator light switch out and spraying it with a cleaner. The light still did not illuminate; but did test good. The mechanic left and came back with a MEL for deferral. He showed me the deferral and asked if I would be ok with going with the light deferred. I told him I didn't believe we could comply with the deferral because the last step in the MEL required the EICAS to indicate C Hydraulic System Pressure and it did not. That was the moment the mechanic understood what the true problem was. The light was working properly. I'm frustrated Maintenance did not see or understand the problem and attempted to defer a light when in fact there was a systems problem that needed to be addressed.




Synopsis: B757 Captain describes a maintenance sign off for a faulty Center Hydraulic System pressure light that is actually caused by a faulty pressure sensor which is not addressed by Maintenance.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Light: Daylight
Aircraft: Eurocopter AS 350/355/EC130 - Astar/Twinstar/Ecureuil
Operator: Air Taxi
Operating under: Part 135
Mission: Ambulance
Flight phase: Cruise
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: Captain; Pilot Flying
Human factors: Other / Unknown
Anomaly: Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Weather
Primary problem: Weather

Narrative: After a request for HEMS operation to a scene; weather reporting indicated ceilings were 1;000-2;000 FT; visibility well above VFR along the three intended routes of flight. After patient loading; second leg was begun. Weather conditions enroute required slight deviations to avoid areas where the visibility decreased along the intended course. As the flight progressed; deviations around the areas of restricted visibility became more difficult and the ceiling less well defined. Encountering 3-5 miles hazy visibility was adequate to continue; but conditions were not what were expected. Suddenly visibility was less than three miles and loss of visual reference with the surface appeared imminent. Company Inadvertent Instrument Meteorological Conditions procedure was initiated with a climb and transition to instrument flight. After climb to minimum safe altitude; Approach was contacted to declare an emergency and to request an IFR clearance and approach. With vectors to the ILS approach. Helicopter safely landed at the airport. Being somewhat new to operating in this area I expected to learn more about how weather acts here over time.  However; conversations with pilots who have operated in this area for years reveal this weather can be tricky and unpredictable. Many of the weather reporting facilities are at airfields down in valleys. This is adequate for IFR airplane operations from runways to runways. Weather observations taken from more of the hill tops and less spread out would be helpful to helicopters that operate VFR close to the ground and off airport. For now the best practice to avoid recurrence would be a more conservative approach to weather/launch decisions.




Synopsis: EMS helicopter pilot encounters IMC during return flight from a scene. An IFR climb to the MSA is initiated and ATC is contacted for an IFR clearance to the destination airport.
Date: 201302
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness
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
Primary problem: Aircraft

Narrative: Our normal climb was stopped at 17;000 due to traffic. Upon clearance to climb; the Captain advanced power and selected VNAV. The autopilot responded so slowly that VMO was quickly reached and an overspeed warning sounded. Climbing through about FL260 the Captain brought to my attention the right engine EGT; which was in the caution band and climbing. He reduced power to get the EGT out of the caution range. At the reduced setting the EGT again climbed into the caution band. Further reductions were made until the right N1 was 15- 20% below the left engine to keep EGT in limits. No other abnormal indications were noted. We then noticed the speed decaying and the Captain initially made inputs on the MCP to correct the problem; but the autopilot did not respond. The Captain then disconnected the autopilot and recovered manually. Minimum speed reached was about 185 KIAS. After a brief discussion of the situation the Captain and I agreed we should divert back to our departure airport. The Captain took over ATC communication while I coordinated with dispatch and sent an ACARS diversion message. We declared an emergency with ATC and were cleared direct to the airport. The right engine EGT remained significantly higher than the left for the remainder of the flight but otherwise operated normally until touchdown. After touchdown the right reverser would not deploy.




Synopsis: When the EGT of the right engine of their B757-200 moved into the caution range during climb and required excessive thrust reduction to reduce EGT to the green band the flight crew elected to declare and emergency and return to their departure airport. They chose not to shut down the engine while doing so.