elihoole/asrs-aviation-reports huggingface dataset:
Date: 201808
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Caravan Undifferentiated
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class D ZZZ
Aircraft component: Powerplant Fuel System
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Commercial
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On takeoff from ZZZ at around 500 ft AGL we experienced what we initially thought to be a full engine failure as torque and ITT rolled back. The Captain was flying; and I called out the problem. Without delay he pinned for 90kts on the airspeed and turned back towards land. I made a mayday call to Tower; and the Captain turned on the ignition and attempted to restore power with the Emergency Power Lever (EPL). An estimated 30% of power was restored so we made the decision to attempt a complete turn to the airport. Without this extra power we believe we would not have been able to return to the field due to loss of altitude. We were able to settle at around 300-400 AGL and held around 100kts with the EPL engaged. We had the field at this point at anytime so decided to make a safer shortened downwind/base/final approach back to the runway. At this point I smelled fuel and informed the Captain that we needed to call for fire emergency services; which we did; and he made the turn to land. We went through a full emergency shutdown just in case there was any fire that ignited. While rolling to a stop I informed the passengers that we would make a precautionary emergency evacuation but to remain calm and they did. Fuel was pouring out of the cowling when we were on the ground and once the engine cooled we could visibly see fuel inside the engine compartment. There were never any engine annunciators that came on that would indicate a failure or problem of any sort. There was no other damage or injury. There was also no time for any checklist usage other than memory items; nor was there a checklist for this type of problem. Upon preflight I noticed no abnormalities with the fuel bypass filter or any leakage of any kind. During the first 2.7 hour flight just prior to this flight everything worked great.




Synopsis: C208 First Officer reported the engine lost power during initial climb.
Date: 201403
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oxygen System/Crew
Component problem: Design; Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Manuals; Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During preflight of Oxygen Mask/System; [crew] oxygen (O2) pressure dropped to zero then rebounded to 1200 PSI after TEST button released. Notified Maintenance who found O2 bottle improperly connected and SAFETY WIRED in partially 'Opened' position. Maintenance opened O2 bottle completely and re-safety wired it. I notified Dispatch via ACARS and asked him to query Maintenance Control about maintenance history on the O2 system; but there was no recent activity. Flight departed 18-minutes late. [Bottle handle] false indication.

Callback: Reporter stated his air carrier recently switched to a different crew O2 bottle Manufacturer (MFG) and suspects the new replacement bottles are composite. He does not know the name of the MFG. Their Pilot Safety Representative had recently alerted them through a video to the seriousness of crew O2 bottle shut-off handles being found not fully opened.Recommendations are to perform a 'Press to Test' of the crew O2 mask supply pressure for at least 5-7 seconds and observe the O2 pressure drop. That's how he noticed there was not enough O2 pressure being supplied to their crew O2 masks during their preflight. He suspects the problem may have been going on for a while until he did the longer test. Having the crew O2 bottle 'Open/Close' shut-off handle in the cockpit; like the older Classic B737s; may be more helpful; especially in flight.



Synopsis: Captain reports that during their preflight check on a B737-800 aircraft; the crew oxygen (O2) bottle pressure dropped to zero; then rebounded to 1200 PSI after crew O2 mask check Test button was released. Maintenance found O2 bottle 'Open/Close' handle safety-wired in the partially opened position.
Date: 201907
Local time of day: 0601-1200
Location: CNO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Clear; 9
Light: Daylight
Aircraft: Bonanza 33
Operator: Personal
Operating under: Part 91
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class D CNO
ATC / advisory: Tower CNO
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Private
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During my upwind leg on the traffic pattern I was cleared for right pattern approach to land on runway 26R. I turned left crosswind when I should have turned right crosswind. Control Tower immediately changed my clearance to Left traffic approach.On left downwind for landing on runway 26R I tried to lower the landing gear and noticed that gear position indicator light was red indicating LG was up. There was no response pulling and pulling LG breaker; turning Gear switch on and off. I told CT and requested a visual LG check. The controller said 'Gear appears up' I lowered the gear manually and had a normal landing.




Synopsis: B33 pilot reported that the landing gear would not come down; which led to the reporter manually extending the gear.
Date: 202101
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: Other All Phases
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
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: Pre-flight
Result: General None Reported / Taken
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: On Aircraft X from ZZZ to ZZZ1 I worked the AFT and passenger seated in seat X4 (Passenger X) boarded the aircraft with her mask down below her nose. Once she got to her seat the passenger seated next to her in seat  X3 was calling me over for a seatbelt extender. I then told Passenger X that her mask had to be pulled up over her nose and mouth. She then pulled her mask up and then rested her head on the passenger shoulder sitting next to her. This was the first reminder. While doing [...] I noticed Passenger X had taken her mask down again. Once she noticed that I saw her she turned her head and pretended as if she was looking out the window with her mask still down. Once I handed Passenger X her snack I reminded her again for the second time about keeping her mask up covering her nose and mouth. She then slowly pulled it up. Passenger X was not compliant with mask policy and was determined to keep her mask down. While walking the cabin to check on passenger; once again Passenger X had her mask down again for the third time. This time when she seen me coming she immediately put her head down so I would not see her. She was taking this whole mask wearing as a joke. I reminded her once again. Passenger X and the passenger seated in front of her (Y4) were the only two passenger on the flight who were given several reminders. They both ignored what was being said and did what they wanted to do.




Synopsis: Flight Attendant reported two passengers were not compliant with face mask policy.
Date: 202110
Local time of day: 0601-1200
Location: D01.TRACON, CO
Aircraft: Light Transport; Low Wing; 2 Turbojet Eng
Flight plan: IFR
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: TRACON D01
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Government
Reporter function: Departure; Approach
Human factors: Communication Breakdown; Confusion; Distraction; Training / Qualification; Workload
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Separated Traffic
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: XA:09Z: Aircraft X tags up descending out of FL335; DR2/1N accepts the hand off; expecting a coordination from ZDV Sector 27. None occurs.XA:11z: Aircraft X  crosses the ZDV/D01 lateral boundary at FL310.Aircraft X  checks in with DR2 given the route DANDD..GXY from ZDV and descending to 12;000 feet. According to the ZDV/D01 LOA; GXY arrivals are to be assigned DANDD1 Arrival and level at FL230. While Aircraft X  continued descending from FL310; they transitioned through ZDV Sector 7 airspace with the DR2 controller unsure of point out status.  There were two departures climbing via SID off DEN eastbound that were no longer ensured separation with Aircraft X  because of the descent clearance to 12;000 feet. Aircraft X was stopped at 17;000 and vectored heading 300 to avoid DEN departures and arrivals. No LOSS occurred; however due to the nonstandard routing and clearance to descend into D01 airspace from ZDV Sector 27; airspace; procedures and safety were all compromised.ZDV regularly shows a blatant disregard for 7110.65 and LOA procedures and no action seems to ever be taken from their management to address deficiencies in performance. D01 controllers are regularly put in the position of having to accept aircraft; in violation with LOA routings with no coordination. D01 is often expected to fix ZDV's mistakes; which regularly leads to unsafe situations within D01 airspace that could have been resolved miles outside of our boundary.




Synopsis: Denver TRACON Controller reported Denver Center was not following the LOA which caused an aircraft to possibly enter airspace without being pointed out; and was also involved in an aircraft conflict.
Date: 201906
Location: ZZZ.Airport, US
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Passenger; Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport; Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Immediately after takeoff out of ZZZ the entire cabin was engulfed with strong fumes smelling like burning oil. The smell was verified with the cockpit (they started using oxygen) and the FA [Flight Attendant] tried finding the source. All five crew members felt a strong headache; burning in the chest; nose and throat. I felt light headed as well. The fumes never dissipated; so we returned back to ZZZ with fire trucks waiting for us at the end of the runway (no fire). Once we got back to the gate; the OPS agent whisked the passengers away to another gate; the mechanics took the plane and all five crew members went to the emergency room. We were told the aircraft had just come back from the hanger and they washed the engines overnight. I have been on planes that just had this done and this was a completely different smell. Since this has happened to me twice within 30 days; I think it would be important to double check the procedure in how the mechanics are washing the engines and making sure the solvent they are using is completely washed out.




Synopsis: B737-700 Flight Attendant reported strong 'burning oil' fumes immediately after takeoff in passenger cabin. Flight executed an uneventful return do departure airport. All crew members received medical treatment for health issues.
Date: 201302
Location: ZZZ.Airport, US
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Other Documentation
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Incorrect / Not Installed / Unavailable Part; Procedure
Primary problem: Procedure

Narrative: The wrong safety demonstration video had been uploaded into the digital file server (DFS) on one of the two class 777 aircraft. Apparently the safety demonstration was depicting how to don; secure; and inflate the new single chamber life vest. Because the 777 configurations are still equipped with dual chamber life vests; the video disseminated safety information to the passengers which was incorrect. Before passenger boarding on our flight from ZZZ to ZZZ1; with knowledge of this issue still fresh in my mind; I recommended to our Purser that she should preview the safety demonstration to determine if the correct version of the video was loaded in the DFS on our 777 aircraft. Upon review of the safety demonstration we confirmed that the single chamber life vest was featured on the video. So we elected to perform a live safety demonstration to ensure our passengers were provided with accurate information about how to use the dual chamber life vest installed under or near their seat. The Purser informed the Captain of this discrepancy; and a maintenance write-up was generated. It appears the DFS on at least two aircraft have had the wrong safety demonstration uploaded into memory. I would expect it is likely that other aircraft within this fleet type have been affected as well. I would like to know who is responsible for ensuring the correct safety demonstration videos are uploaded into the DFS to ensure they depict and demonstrate equipment associated to the specific aircraft configuration they are broadcast on and is there a process in place to ensure compliance with procedures which may be associated with this process?




Synopsis: B777 Flight Attendant reported the Cabin Passenger Safety Video demonstrates and depicts the wrong type of life vest actually installed on at least two separate aircraft; and possibly more.
Date: 201401
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Weather elements / visibility: 100
Aircraft: Jetstream 31
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Flight phase: Cruise
Airspace: Class C ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Fuel Control
Component problem: Malfunctioning
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Other / Unknown
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While at cruise at 25;000 the Captain noticed the left power lever was unresponsive.  The crew discussed the issue and decided the power lever may have frozen due to the cold temperature.  We then requested a descent to a lower (warmer) altitude and vectors to our home base at a nearby airport.Once the descent was initiated we began to troubleshoot and all appropriate checklists were accomplished. After flying at 2;000 MSL and extensive troubleshooting we decided the engine would need to be shut down in order to land safely.After climbing to 5;000 MSL and reviewing the engine shut down procedures the First Officer flew the airplane while I shut down the left engine. At this point we were within a few miles of the diversion airport and I then flew a visual pattern and landed on Runway XX.  Once clear of the runway we finished the checklists and taxied in to the ramp for maintenance.




Synopsis: When the left power lever became unresponsive while at cruise thrust; possibly due to frigid operating conditions; the flight crew of a JS31 (Jetsream) opted to perform an inflight shutdown prior to landing.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Night
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Initial Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Multiengine; Flight Crew Instrument
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After completing our run-up and getting clearance for takeoff; my student and I took off and getting vectored for some practice instrument approaches. Around 600 feet during our initial climb we had a sudden power loss (roughly 600 rpm drop) associated with severe engine roughness. I immediately took control from my student and made a turn back. During my turn back I informed the tower of the situation and told him our intention was to return for an immediate landing. He asked which runway we would like; I replied a short approach to 35R. About midfield we started smelling smoke (burning oil) we immediately turned short final and landed. Tower asked if we needed any assistance and where we would be parking. I told them no and parking at Alpha ramp. I never received a number to follow up with the tower. After parking the airplane we noticed severe oil loss and oil was covering the bottom side of the aircraft. There was no injuries or any damage to anything (besides the engine).




Synopsis: C172 instructor experienced a power loss and a rough running engine at 600 feet AGL on departure with the student flying. A downwind entry to a visual approach is planned; but when hot oil smells begin entering the cockpit a short approach is accomplished successfully.
Date: 201311
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Aircraft: PA-28 Cherokee/Archer/Dakota/Pillan/Warrior
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Takeoff / Launch
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ; UNICOM ZZZ
Aircraft component: Air/Ground Communication
Component problem: Malfunctioning
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Aircraft; Airport
Primary problem: Human Factors

Narrative: On taxiing out my student tuned into the [automated weather broadcast] which was reporting winds from 020 degrees at 4 knots. On taxi out my student called on the radio for a 'Radio check' but there was no response. I then called to Unicom with no luck. My thought process was that they are not right by the radio to answer. We continued to taxi to the runway for crosswind takeoff and landing training. On taxiing onto the runway my student made an announcement [announcing our departure]. During the takeoff roll we rotated at rotate speed; which is 60 mph; than noticed an airplane landing on [the crossing] runway. My student immediately started to bank the aircraft to the right. I estimated the other aircraft missed us by 10 feet. We were in a Piper 28-161; and the other aircraft was a Cessna 150. The other pilot was questioned and he stated that his radio was not working and that he flew over the field to observe the wind sock. I feel that both I and the pilot in the other aircraft should have been more observant; however taking off on [one runway] makes it impossible to observe aircraft on final for [the other runway]. This is not an uncommon at this airport; and it's a highly active training environment. There is an unwritten rule for the locals that with winds less than 7 knots you should use either [a specified] runway based on prevailing winds and it is the longer runway. The fact that the other aircraft's radios were inoperative and no calls made on entering the pattern was a big factor; but it does not relieve both pilots from being more vigilant.




Synopsis: An instructor and student announced their intentions and began to takeoff at an uncontrolled airport; then observed another unannounced aircraft landing on a crossing runway. The instructor pilot estimated that the aircraft came within 10 feet of a collision.