elihoole/asrs-aviation-reports huggingface dataset:
Date: 201911
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Lubrication Oil
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Last week I was informed that the oil drum was running low. After asking stores personnel more than once over the span of a couple of days to bring new barrels over from our remote storage facility; I went out with [NAME] near our loading docks where new barrels are often stored alongside waste barrels before they are moved over to find a barrel we could use. We found a barrel that appeared to be unused and we brought it into the hangar. I was informed that a bowser was filled with waste oil but that the mechanics who identified it thought that all that was serviced was an IDG; which was flushed and ops checked good and then the bowser was put out of service and the barrel removed. ZZZ identified an aircraft that was serviced with waste oil. I feel that the source of this waste oil may have been me moving the barrel from outside; and as a consequence several aircraft may have been serviced with waste oil. The Crew Chiefs then worked with Maintenance Control to identify all aircraft that may have been affected. I will say I failed to follow procedures as I did not verify the barrel to see if it had a serviceable PMI tag.Stores acting upon requests when they are made could have eliminated this issue as well as them not storing waste and new oil next to each other. I also should have verified the PMI tag and issued it to the floor when moving the barrel.




Synopsis: Technician reported that confusion over oil drums caused several aircraft to be serviced with waste oil.
Date: 202008
Local time of day: 1201-1800
Location: HCF.TRACON, HI
Flight conditions: VMC
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E HCF
ATC / advisory: TRACON HCF
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Developmental
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; 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 Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Airspace Structure; Procedure
Primary problem: Airspace Structure

Narrative: Aircraft X was out of approaches airspace. I cleared him for the VRA approach. On the airway once he reaches the IAF; he's suppose to start turning southeast bound on the approach course. I noticed he passed the IAF and I asked Aircraft X if he was on the approach course. He replied we are correcting. Then; he came back and asked if I could clear him to another fix which is the final approach course and I said unable. I then asked if he needed vectors and he said yes. He was in a 4;000 feet MIA (Minimum IFR Altitude) and at 3;200 feet. I replied 'Cancel approach clearance remain on the final approach course; climb and maintain 4;000.'  Then I also added reaching 4;000 [feet] fly heading 210 vector for the ILS. He started climbing and once reaching 4;000 feet he started his turn for about 2 seconds before saying he had the airport in sight. I then gave him the Visual Approach.I then started asking questions about what I can do different in this situation and not put myself at risk of an event. I believe the best course of action would to have been ask if he could maintain his own terrain and obstruction avoidance and if he couldn't then treat it like an emergency. I originally was trying not to vector below my MIA but I will do as described above if the situation happens again.




Synopsis: Trainee Controller reported they observed an aircraft cleared for an approach fly off course and below the Minimum IFR Altitude.
Date: 202103
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Communication Breakdown; Time Pressure; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch; Person Other Person
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was made aware that our flight was flagged for a passenger location/count audit. Apparently; we sent two requests via ACARS for a manifest/performance numbers with the location/count of the second one being off from the first. I cannot recall the exact details of this flight but I believe what happened is that I was notified of passengers moving zones due to social distancing. When this happens; I request a manual location/count be completed by the flight attendants to ensure we have accurate zones for the takeoff data. I believe there was a count error that was missed by us or the cabin crew.Although every effort was made to ensure we had accurate zones for departure; we ended up with three extra passengers than what the final location/count included. We were doing our best to ensure we had accurate numbers before block-out and perhaps the final count was overlooked as we were pressured for time. I am often notified of these changes with only minutes to spare before departure; so I feel that letting the passengers move rushes us and exposes errors like this one.While I understand some peoples need to distance on an airplane; I think there should be a cutoff in time before departure for this to be allowed. This creates an unnecessary distraction for the crew; and could create potential discrepancies like this one for the location/count. I think it could easily be explained to a passenger that they are free to move at some point after departure.




Synopsis: Air Carrier Captain reported an error regarding passenger seating location and took off with an incorrect passenger count.
Date: 201606
Local time of day: 0601-1200
Location: RDU.Airport, NC
Aircraft: No Aircraft
ATC / advisory: Tower RDU
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Troubleshooting
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General Maintenance Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: I was working Local control. I was reading the RVR because the visibility looked to be around 1 mile. Around the time I got off position I realized that the ATIS had the visibility at 7. A few minutes later an aircraft reported the airport in site 13 miles away. Visibility still looked to be about a mile.It took a moment; but I realized the windows in the tower were so dirty and covered in what appeared to be some dirt like film that it was dangerously restricting visibility. Operations was called; we requested that they clean the windows; they replied that; 'it's not our job.' The supervisor called Operations; same response. The issue of cleanliness has been a problem for a while in this facility; this is the first time I have experienced it affecting the safety of the flying public; and no one caring.I guess the solution is simple; have someone clean the windows. I would happily spend my break going out on the catwalk and cleaning them; but I have been instructed that I am not qualified to clean them; that it would be unsafe for me to be out there with no training. I do agree with that; that I am not the best person to clean them; but when tower visibility is restricted from the 13 miles that it should be; to the 1 it was; because of such a simple issue; it's a problem.




Synopsis: RDU Tower Controller reported that the windows in the cab were dirty and needed cleaning. Controller reported that it appeared the visibility was one mile when the ATIS reported it at 7 miles.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Airliner 99
Operator: Air Taxi
Operating under: Part 135
Mission: Training
Flight phase: Initial Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: Captain; Instructor; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Departure Airport; General Evacuated
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On VFR offline training flight began noticing faint smoke smell about a minute after passing the FAF on the VOR approach. Smell slowly became more prominent and decision was made that after landing we'd discontinue the flight and return to the ramp to shut down. After landing received taxi clearance from Ground and proceeded to taxi. Also after landing we observed the gear-handle 'J-hook' rapidly engage and disengage several times. During taxi smell rapidly intensified into a pungent burning electrical smell and approximately 60 seconds after landing visible smoke began to enter the cockpit from behind. Performed electrical fire checklist (all electrical off) and opened cockpit windows to increase ventilation as smoke rapidly intensified. As we entered ramp smoke became noxious and chokingly thick and as soon as we were clear of the taxiway I instructed the trainee to shutdown both engines and evacuate via the cockpit door. Before getting out myself I quickly turned the master back on to notify ground that we had smoke in the cockpit and needed the fire trucks; then turned it back off and evacuated myself. Opened all doors to ventilate aircraft and found entire cabin had filled with smoke. Fire department arrived and investigated aircraft; noting that the smoke was indeed electrical and very strong; but couldn't determine source. Scanned exterior of aircraft with thermal camera but could not detect any obvious hotspots. I called dispatch and notified them of the situation. Later maintenance came out and after discussing what had happened they inspected the gear motor and found it too hot to touch (30 minutes after shutdown).




Synopsis: The pilot of a Beechcraft 99 reported smoke and smell in the aircraft during a training flight that resulted in a return to the departure airport and crew evacuation.
Date: 201205
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on approach; the flaps jammed at 26 degrees. We executed a go-around; accomplished the checklist; declared an emergency; and landed with flaps at 26 without further incident. We then taxied to the gate and wrote up the flaps.




Synopsis: When their flaps failed to extend beyond 26 degrees; the flight crew of a B737-800 executed a go around; completed the appropriate checklists; and landed without incident after declaring an emergency.
Date: 201412
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Cleared initially 31R into ZZZ when changed frequency and changed approach Runway to 31L. FO set 1200 FT in altitude and verbalized; but I did not catch because I was verifying frequency and altitude changes from new runway assignment. FO stated we looked low and started to climb. At 1800 FT I looked up at altitude window and stated we want 2200 FT not 1200 FT and simultaneously; ATC told us to climb. We were visual with the field and buildings climbed to 2200 FT and intercepted the glideslope and continued uneventfully on a normal approach and landing. [I should] verify any change on MCP with Pilot Flying before [going] heads down to make changes or don't make the change.


Second narrative: We were cleared initially 31R into ZZZ when we changed frequencies and changed approach to Runway 31L. I set 1200 FT in the MCP and verbalized it in error. The PM was verifying new frequencies and altitudes for the runway change and misses the incorrect input. I perceived we were low and started a climb at approximately 1800 FT in VMC. The PM realized the incorrect altitude set in the MCP and said we want 2200 FT not 1200 FT.


Synopsis: B737-700 flight crew reported descending below charted altitude on approach when the pilot not flying failed to verify MCP altitude change.
Date: 201707
Local time of day: 1201-1800
Location: HPN.Airport, NY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Dusk
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
ATC / advisory: Tower HPN
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Procedure; Airport; Human Factors
Primary problem: Ambiguous

Narrative: [I] was coming in on final approach ATC had been extremely busy on the TRACON level had been given a hold inbound finally I get on to the tower he clears me to land with another airplane coming in on short final on the crossing runway. I decided to try and make the first turn off but floated the airplane so couldn't make it. As I'm trying to make it ATC says exit runway immediately I hit the brakes hard starting to skid.I regain control of airplane and ATC says; in 1 transmission; go thru the intersection actually stop hold short of the crossing runway. I hit my brakes as hard as I could but am skidding keep in mind there is no hold short line for the crossing runway so I think I'm short doing the best I could to hold short but apparently he thinks I'm on the runway so sends the other airplane around he then gets mad at me tells me to contact ground.No action taken as I did all I could to stop the airplane in a very confusing situation that I feel we could have both done better. And I explained that to him on the phone which he was receptive to and no issue after that. But though it is a good lesson for all pilots especially me that you go thru experience like this to make you a better pilot and to keep learning.




Synopsis: SR22 pilot reported a confusing exchange with Tower Controller regarding holding short of the crossing runway; resulting in crossing traffic to go around.
Date: 201204
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Falcon 2000
Operator: Fractional
Operating under: Part 91
Flight phase: Parked
Aircraft component: Oxygen System/Portable
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Powerplant; Maintenance Airframe
Human factors: Communication Breakdown; Situational Awareness; Training / Qualification
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Routine Inspection
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Aircraft; Chart Or Publication; Human Factors
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: While accomplishing portable oxygen bottle 10-week cleaning of the bottle mask on a Dassault DA-2000 aircraft; I discovered that one of the passenger oxygen masks stowed with the portable oxygen bottle connector was wrong type. I immediately notified Management! Need to inspect [during] regular inspection that all masks in aircraft have same Part Number (P/N). Only difference on any [oxygen] mask is type of connector.  First-Aid mask has same type connector and approximately 15-feet [of hose] and a flow indicator on the mask. Suspect error [was] made during Oxygen System installation. Wrong type oxygen mask connector.




Synopsis: While cleaning a portable oxygen bottle mask on a company Dassault 2000 aircraft; a Mechanic discovered that one of the mask and hose assemblies stowed with the oxygen bottle had an incorrect connector.
Date: 201702
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Training / Qualification; Situational Awareness
Anomaly: Ground Event / Encounter Object; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While practicing a short field landing the left main tire struck a threshold light at the edge of the runway. I was too low and struck the light during my round out. I should have anticipated the loss of lift as winds at 100 feet aloft were much stronger than the surface winds. There was no damage to the plane. The threshold light was damaged beyond repair.




Synopsis: C172 pilot reported striking a runway threshold light while practicing short field landings.
Date: 201512
Local time of day: 0601-1200
Location: HND.Airport, NV
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: DA40 Diamond Star
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D HND
ATC / advisory: Tower HND
Aircraft component: Electrical Power
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Airspace Violation All Types; Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I was flying a Diamond DA40 with a G1000 over the Grand Canyon at 7;500 feet in VFR conditions when there was a sudden and complete loss of electrical power. I headed the plane to HND. I flew below the Bravo airspace and entered the Delta airspace. I had taken off from HND so I knew that runway 35L was in use. I approached towards the airport tower and did not see any light gun signals from the Tower. I scanned the air and saw no other aircraft in the traffic pattern. I knew I had to land quickly; since I did not have working fuel gauges; there was no heat in the plane; and I wanted to get out of the way quickly of any other traffic. For safety; I wanted the longest runway that I could land on; which was Runway 35L. I also hoped the tower would see me and warn any other traffic. I saw a jet holding short of Runway 35L. I entered the left downwind for 35L at pattern altitude (3;500 feet MSL) and did a short approach to the runway. I did not see any light gun signals. I watched the jet and it appeared to be stationary. Because I did not realize at the time that I did not have flaps; the plane floated over the runway; and I landed on the second half of the runway: I really needed this long runway.I am sorry that I had to enter class Delta airspace without communicating; but I did not have working lights or working radio; and I felt that the longest runway was the safest to land on. I did not see any light gun signals.




Synopsis: A DA40 pilot reported landing at HND without seeing a light gun signal after total loss of electrical power.