elihoole/asrs-aviation-reports huggingface dataset:
Date: 201910
Local time of day: 1201-1800
Location: CHA.TRACON, TN
Aircraft: Amateur/Home Built/Experimental
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON CHA
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Distraction; Training / Qualification
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Training in progress. Trainee gave pilot a descent from 050 to 040; pilot read back 040. Trainee observed aircraft Mode C at 030 in 036 MVA. Trainee issued a low altitude alert and climbed the aircraft to 040. Pilot stated he was assigned 030; trainee replied and told pilot he was assigned 040. 040 was verified and read back by the pilot. STARS equipment did not give a low altitude alert. Trainee or Instructor could have recognized the altitude discrepancy sooner. Otherwise; great low altitude alert and recovery was given by trainee.




Synopsis: TRACON Controller reported that an aircraft descended below their assigned altitude and caused the controller to issue an altitude alert.
Date: 201704
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Accessory Drive Section
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Confusion; Training / Qualification
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure; Manuals
Primary problem: Human Factors

Narrative: While assembling a GE C2 transfer gearbox; I noticed a possible discrepancy in the way the shroud was installed on adapter of horizontal gearshaft. The manual has a note that reads: With adapter aligned as it fits on the transfer gearbox; the housing shroud must be installed at the 6 o'clock position. My concern is I may have installed the shroud incorrectly on possible 5 gear boxes in the past several months while performing maintenance under check and repair guidelines. If they were installed incorrectly it would not be evident because a gear backlash check is not required which would alert the mechanic to the problem. We do perform a pressure test. The pressure test would not alert mechanic to shroud being installed incorrectly. It is possible to install it in the 12 o'clock position and not know it on a check and repair the gearbox. In question are only check and repair gearboxes.The 6 o'clock position is only identified in the inspection/check figure. Even there it is not clear. Add to note in subtask that reads along with current note: The flat on adapter housing is 6 o'clock position. Also add line to logbook to verify shroud in 6 o'clock position. Add this note after current line 7 which calls to install horizontal adapter gearshaft package in gearbox housing.




Synopsis: Maintenance Technician reported discovering the transfer gearbox shroud for a CFM56 engine could be installed upside down and may have occurred on previous gearbox assemblies.
Date: 201904
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Failed
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: We did our before start checklist and started the engines. Once the engines were started and the chocks were removed the parking brake was released and the airplane started to roll. I looked down at the Captain's feet and he pressed the brakes and the airplane continued to roll I then immediately pressed my brakes and the airplane didn't stop. The Captain then turned the engines off and pulled the emergency brake until the airplane came to a complete stop. The airplane was the chocked and secured. Really there was nothing we could've done. Good thing is it was caught before anything major could've occurred.




Synopsis: C525 First Officer reported brake system failure after engine start before taxi.
Date: 201503
Local time of day: 1201-1800
Location: SFO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cheetah; Tiger; Traveler AA5 Series
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
ATC / advisory: TRACON NCT
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: After landing on 28R I was taxing towards 28L and crossed the hold short line of 28L before I stopped. This taxiway and intersection could be better marked - 28R should have the same color hold short marks as 28L.




Synopsis: An AA5B private pilot; after landing on and exiting Runway 28R at SFO; continued beyond the hold short line of 28L. He believes the existing markings could be improved to prevent future incursions.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Communication Breakdown; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate; In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: Passengers in X3 and 4 were not complying with the mask policy from the start of boarding. [Passenger] X4 came on with his mask off; so I asked him to put his mask on. As I was doing cabin secure I noticed their masks we're below their nose almost showing their mouth so I told them again that I do not want to have to ask again for them to put their masks on. I gave them the benefit of the doubt and they were unhappy with how I approached the situation; but they were not complying from the beginning. They were also non-rev passengers. I even had passengers thank me for reinforcing the mask policy because they noticed their masks were off.




Synopsis: Flight Attendant reported passengers were not compliant with wearing a face mask.
Date: 202105
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Initial Climb
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Cabin odors detected at climb and re-occurred at descent. Briefed with other crew and reported to company. Fumes report completed. Slight headache as result. Deplaned after pax de-planing.




Synopsis: A319 Flight Attendant reported a fume event during climb reoccurred during descent resulting in health issues.
Date: 201705
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant; Person Flight Crew; Person Passenger
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Evacuated; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: After passengers boarded our flight I was giving my CA PA. I hung up the FWD FA phone and talked with the ground crew before closing the main cabin door; then a triple chime went off in the flight deck. I looked to see it was the FWD LAV SMOKE; both the forward FA and I looked at each other and opened the LAV. We saw no smoke but noticed an odor. After that we came out and saw nothing in the cabin. A passenger sitting [near front of cabin] said there was a fire. Looking down the aisle I saw nothing.She then told me 'No; outside.' I looked out the aircraft's right windows to see the right wing covered in brown smoke. I left the aircraft to get a look at what it was; at the same time the ground crew had hooked up the Cart to a tug and disconnected it from aircraft taking it to the middle of [the] taxiway. I came back into the aircraft and informed the passengers what it was and that the cart had been removed from the aircraft. I asked them to remain in their seats so I could evaluate the situation.I looked back outside again and the ramp crew had started to put out the fire; but were running out of agent. I came back in and had my FO call Ramp Operations for CFR for additional support. After the situation calmed down some the odor and a light smoke were present in the cabin and flight deck. I then made the decision to deplane the passengers and have the aircraft inspected by maintenance and de-fumed. Some passenger were very upset by this and I apologized for the disruption. Shortly after Maintenance took the aircraft out of service and started blowing the smoke out. About 15 minutes after we then did a plane and crew swap.




Synopsis: CRJ-900 Captain reported ordering evacuation of the aircraft due to a ground equipment fire.
Date: 201903
Local time of day: 1801-2400
Location: ZDV.ARTCC, CO
Flight conditions: IMC
Weather elements / visibility: Cloudy
Aircraft: Medium Transport
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance
Contributing factors: Airspace Structure; Human Factors
Primary problem: Human Factors

Narrative: I was working sector 12R. Frequency congestion was high; traffic volume and complexity were rated between 3 and 4. Aircraft X wanted a visual approach in to TEX. I descended the aircraft to 120 (lowest possible MIA in vicinity). I asked the aircraft if he had the airport in sight (quickly coming to 160 MIA). He said negative. I waited several more minutes and I asked again; he said negative and they were in and out of cloud bases at the time and he would advise me in several more miles. Overhead of Aircraft X I had an inbound Aircraft Y to MTJ airport on an approach. I had to climb Aircraft X to miss the terrain; but had to stop Aircraft Y. I stopped Aircraft Y approach clearance and turned him 30L for Aircraft X. I advised Aircraft X due to terrain I would need to climb him; and climbed him to 160. I failed to climb Aircraft X before he reached the 160 MIA; entering the MIA at 128 in a climb to 160.Change my personal technique of using visual approaches in to TEX airport so that the aircraft is either cleared for an IAP or will depart the ETL VOR on a heading to avoid terrain.




Synopsis: ZDV Center Controller reported an altitude violation when an aircraft under ATC Control entered an area below the Minimum IFR Altitude.
Date: 201901
Local time of day: 0001-0600
Location: MSP.Airport, MN
Flight conditions: VMC
Light: Dawn
Aircraft: Beechcraft / Beech Aircraft Corp Undifferentiated or Other Model
Operator: Air Taxi
Operating under: Part 135
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground MSP
Reporter organization: Air Taxi
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Commercial; Flight Crew Instrument
Human factors: Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: I contacted metering and was cleared to taxi [to Runway] 17 via T D cross 4/22 and hold short of [Runway] 30L. Then I read back the clearance then was corrected to taxi to [Runway] 30R via same instructions; so I was already a little confused before I even taxied. The switched to Tower on 126.7 and was cleared to cross [runway] 30L and taxi via D P and switch to 121.8. By the time I neared P; I mistakenly turned left on P and was taxiing to [Runway] 12L when I realized what I did I had already crossed 4/22 and then ground asked where I was going we are departing the 30's. Then I apologized and I made a 180 and rejoined P and taxied to [Runway] 30R no other problems occurred during rest of flight I think fatigue and confusion from the first transmission had me end up where I did  I think clear clearances and possibly maybe a reminder when crossing parallel runways to repeat the runway assignment so when I cross [Runway] 30L maybe say cross [Runway] 30L taxi D P to Runway 30R.




Synopsis: Air taxi Captain reported confusion due to complex taxi instructions led to a taxiway incursion.
Date: 202009
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Communication Breakdown
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Human Factors

Narrative: My role for the leg was Relief Pilot. [Runway] XR was assigned during taxi.  The runway was listed on the TPS for TO1 Max and after a short discussion all 4 crew members in the cockpit agreed it was acceptable.  We would be using a departure to the north of ZZZ so this runway would save some time.  The CA requested the FO pull new numbers since our weight came in 4;000 lbs light in the hope of improving our numbers.  After they confirmed that XR was requested on a new TPS through ACARS; the number data downloaded.  After departure; the crew realized  [Runway] YYL numbers had been sent; accepted and downloaded.  The takeoff appeared normal throughout the roll and rotation was also at what appeared to be a 'normal' distance down the runway and from the end.As Relief Pilot; during taxi I'm assigned the Jumpseat behind the FO seat.  The view of all that's going on 'up front' can be difficult at times and requires being very proactive in getting out of the seat for a better view.  Getting up from the seat to verify the takeoff data is necessary and appropriate.


Second narrative: During takeoff roll ECIAS message alerted crew of incorrect runway selection. CA elected to continue takeoff. During taxi out ATC asked if [Runway] XR was possible and crew advised it was due to light weight and TPS data.  After close out CA asked for TO 1 TPS data and FO requested through FMC. FO accepted data but none of crew caught that [Runway] YYL was now the FMC loaded runway.  A delayed close out and number 1 for departure made the confirmation of the data reviewed quick and none of us caught the incorrect runway in the upload.Due to lack of flying and a runway that was the 5th on the TPS made all of the crew slow in our ability to trap complexities of runway and power changes.  Better flow and more currency will prevent this type of event.


Synopsis: Air carrier flight crew reported they inadvertently took off with the wrong data loaded in the FMC.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Night
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: TFR ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Confusion; Troubleshooting; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Exited Penetrated Airspace
Contributing factors: Procedure; Human Factors; Chart Or Publication; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: This flight was a sightseeing flight along the ZZZ Skyline with two passengers; at the location at issue I was operating at 1;600 feet MSL underneath the outer shelf of ZZZ Class B Airspace (which begins at 3;600 feet MSL).  Upon reaching the southeast edge of the 3 NM ring of the sporting TFR; I noticed that the lights were illuminated.  Due to the issues regarding coronavirus I was not sure whether this TFR would be considered active even if a game was playing; given the fact that the games are currently being played with the facility empty.  Notwithstanding that; I made an immediate turn to the east to exit that airspace; however; it is possible that I was within the outer limits of that TFR.Because of the media hysteria regarding coronavirus; and my belief that many games have been cancelled or postponed; I was lulled into a sense of complacency regarding my usual check of active games prior to giving sightseeing flights of the ZZZ skyline.Although I accept responsibility for this possible regulation violation; I really do not like the idea of having permanent TFRs from one hour prior to the start of an event to one hour after it ends.  Regarding the latter; it is very hard to know when a game ends as there is no fixed ending time (and the websites for applicable sports teams often do not report the ending time of a game).  I do not believe that having permanent TFRs of this sort do anything to enhance the safety of the fans who attend these particular events--if anyone was heck-bent on causing a serious incident at an event; using an aircraft; he/she would not care about the rules.  I would urge the readers of this report to try to influence the FAA to lift these restrictions altogether; or at the very least; pass a regulation prohibiting excessive loitering (for example; continually circling around an event).




Synopsis: GA pilot reported entering a sporting TFR and wasn't sure if these type of TFRs are still in place during the COVID-19 pandemic.
Date: 202111
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: AC Generator/Alternator
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Time Pressure; Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I heard a pop; like circuit breaker; followed by a loss of cockpit integrated lights then a Hydraulic Pump 3A amber message and RWSHLD HEAT R amber message. The Captain transferred radios to me and began assessing QRH procedures. We discussed the messages and reviewed the Electrics Synoptics Page. The Synoptic Page indicated a Gen 2 failure and Bus 2 unpowered. We decided to run Gen 2 Off procedure first as the additional amber messages and status messages were related to loss of Bus 2. We reset Gen 2 per procedure. The Integrated Drive Generator came back online but the Gen did not with Gen 2 message persisting. Procedure called for APU start. We were at FL380. We notified ATC of the situation and requested a lower altitude to start the APU. We received FL320. I turned on the seat belt sign and started the descent. After passing through FL370 we started the APU and power was restored to Bus 2. We then proceeded to address the QRH for the additional amber messages and reset the R Window Heat and confirmed Hydraulic Pump 3A was powered. After APU start we received an APU Fault status message but the APU continued to function for the remainder of the flight. We notified maintenance and dispatch. The flight terminated ZZZ without further incident. When the system failure occurred we were on the ZZZZZ arrival into ZZZ instructed to maintain 300 until ZZZZZ then published speeds after ZZZZZ. I began slowing the aircraft late and crossed ZZZZZ at about 270. ATC instructed us to slow to 250 and resume published speeds. I complied and we continued the arrival.




Synopsis: CRJ 700 First Officer reported failure of the #2 generator at cruise and flight crew elected to start the APU; restoring electrical power; and continued to destination airport.