elihoole/asrs-aviation-reports huggingface dataset:
Date: 201203
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: VHF
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Incorrect / Not Installed / Unavailable Part; Human Factors; MEL; Procedure; Staffing; Logbook Entry; Company Policy; Aircraft
Primary problem: Human Factors

Narrative: I was the person in charge at the Maintenance Control desk; along with new hire Trainee. A B767-300 was en route. Being the only person on duty at the Maintenance Control desk legal to give any maintenance directions; I was involved with all aspects of directions and communications with the entire fleet. During the course of the busy day; B767-300 arrived with inbound issues; including both Emergency Medical Kits (EMK) used; and the left-hand communication radio tuning panel frequency selector control inoperative. Maintenance Line Technician called into Maintenance Control upon [aircraft] arrival and the new hire Trainee answered the phone; and proceeded to work/assist the Line Technician in resolving the issues.Both EMK Kits were deferred with my direction oversight. However; the left-hand audio panel issue was more involved; and required more attention than my tacit; off-handed approval. Unfortunately; my focus on the issue was distracted due to the workload at the Maintenance Control desk. In essence I was working the Maintenance Control desk alone; not being assisted by a wholly qualified Maintenance Controller; a situation which leaves me/anyone; when working with this unqualified Trainee Controller in a rather compromising position. The left-hand audio panel was swapped to the First Officer's position; and that was also deferred with my oversight. Unfortunately there was some ambiguity in the audio panels and MEL reference. Hence due to the difference in audio panels on this aircraft; the incorrect MEL reference; 23-10-01-01 was applied. The aircraft flew one leg and continued to another station. At that station the applied MEL was questioned by the outbound Captain; reviewed by Maintenance Control; and the correct MEL applied; 25-11-02-03 which rendered the First Officer's seat inoperative. The MEL was amended and the correction noted.




Synopsis: A Maintenance Controller describes an understaffed work environment; a distracting heavy workload and ambiguity in the MEL Manual that contributed to an improper MEL deferral of a Captain's left-hand audio panel with the First Officer's audio panel on a B767-300 aircraft.
Date: 201904
Local time of day: 1801-2400
Location: EWR.Airport, NJ
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B EWR
ATC / advisory: Tower EWR
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
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: Rolling out on final over CHUMR in the descent to cross at 500' we simultaneously got a low altitude alert call out from tower and an aural 'Caution Obstacle' from the jet. We were on the stadium visual arrival to runway 29 due to strong and gusty winds out of the west. We had the RNAV 29 loaded flying a manage-managed approach with autopilot and auto thrust OFF. We were slightly above the vertical profile and on the lateral course at the time of the incident. I immediately leveled off until the situation was reconciled and was able to recapture a normal visual glide path. The approach was continued to a normal landing.




Synopsis: A320 First Officer reported EGPWS alert during approach.
Date: 202112
Local time of day: 1201-1800
Location: EWR.Airport, NJ
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Ramp; Vehicle Driver
Human factors: Communication Breakdown; Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Ground Personnel
Contributing factors: Airport; Procedure
Primary problem: Procedure

Narrative: Aircraft X; operating to ZZZ; began pushing off from Gate XXX at XA:43. As the ramp crew starts the push; the team is in the process of towing up Aircraft Y; scheduled outbound ZZZ1 at XB:59 to Gate YYY. The two planes both continued to be in motion towards each other. [It] shows how close the left wing of the Aircraft Y under tow was to the pushback tractor of the Aircraft X departing flight... in fact; the Aircraft X Pushback Operator actually had to move a bit further back towards Gate XXX. The move team wing walker was still inside the supertug cab and not out by the aircraft wing despite the small distance between the two aircraft. Aircraft Y [was then] finally in at Gate YYY and the push from Gate XXX was allowed to continue.




Synopsis: Air carrier Ground personnel reported two aircraft simultaneously under tow on the same ramp were not in accordance to safety procedures and resulted in the tug operator taking action to avoid wing tip.
Date: 201306
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 20
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Initial Approach
Airspace: Class E ZZZ
ATC / advisory: UNICOM ZZZ
Aircraft component: Powerplant Lubrication System
Reporter organization: Air Taxi
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After canceling IFR and proceeding VFR about 10 minutes away from our destination we noticed low oil pressure indication and followed checklist. We were unable to get oil pressure into green band. It was decided to perform precautionary engine shutdown as per checklist. Landed single engine at our destination. No physical signs of oil loss on post flight walk around.




Synopsis: A CE-525 crew noticed low oil pressure and performed a precautionary shutdown when the pressure did not return to the green band but no cause for the anomaly was discovered during post flight inspection.
Date: 201605
Local time of day: 1201-1800
Location: SLC.Airport, UT
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B SLC
ATC / advisory: TRACON S56
Aircraft component: GPS & Other Satellite Navigation
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Distraction; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Aircraft
Primary problem: Environment - Non Weather Related

Narrative: After takeoff while on EDETH 3 RNAV; I selected LNAV and the HSI did not indicate a left turn to SAPEE; when we should have turned. The F/O initiated a left turn; and I notified SLC Departure a need for vectors. The Controller provided heading and altitude and mentioned there were GPS jamming issues earlier that day. It was similar to our present issue; but according to his information; should have ended about 30 minutes before our departure. We were able to navigate to SCANT; and resume the Departure. The aircraft did not display a GPS annunciation. Initially; indications seemed to lead to believe a lockup; but all FMC pages were selectable. The issue was gone; almost as quickly as it occurred. I noted no anomalies. NOTAMs mentioned 'due to GPS interference impacts potentially affecting Embraer Phenom 300 aircraft flight stability controls; FAA recommends avoid the above testing area and closely monitor flight control systems due to potential loss of GPS signal.'




Synopsis: B737 Captain reported the loss of a reliable GPS signal which he attributed to military activity in the area. ATC provided headings until GPS guidance was reestablished.
Date: 201811
Local time of day: 1201-1800
Location: MMMX.Airport, FO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Approach
ATC / advisory: Tower MMMX
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: ATC Equipment / Nav Facility / Buildings
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Executing MMMX ILS DME 2 05R approach; descending MAVEK inbound on 164 track; and with Approach Clearance. Aircraft was in Nav; Managed Descent; Selected Speed (160) with APPR Armed. Approximately 4 miles before MEX05 the aircraft turned left as if to intercept a LOC course. Pilot Flying intervened with Heading Select in order to return to course. ATC immediately provided vectoring to final just outside PLAZA at half a dot above GS. LOC and GS capture were normal Final approach was hand-flown with correct FD guidance.The first item on the Company Arrival Ops Advisory page is a Caution. It states 'False localizer signals have been verified to exist in vicinity of MMMX.'In the majority of final approach scenarios the trigger for arming the approach is hearing 'Cleared for the approach'. Doing so in this scenario was inappropriate (too early); and in light of this episode this cautionary note is too vague. More guidance; in reference to the verified false localizer signals; is in order.


Second narrative: [Report narrative contained no additional information]


Synopsis: A319 flight crew reported the aircraft captured a false localizer on approach to MMMX.
Date: 201303
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Parked
Aircraft component: Oil Filler Cap
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I was informed of a B757-300 aircraft that; nine days earlier had returned to field due to an engine shutdown for low oil pressure indication. The Number 2 Engine oil cap was found off. The day previous; I had reported for my scheduled shift. I was assigned a Number 2 Service Check on the B757 aircraft. Following the Work Card; both engines required oil servicing. I serviced the Number 1 Engine with one quart oil and Number 2 Engine with two quarts of oil. After servicing the oils; I wiped the areas clean and to the best of my knowledge installed the oil caps. ETOPS [aircraft].




Synopsis: A B757-300 ETOPS aircraft returned to field due to Number 2 Engine shut-down for a low oil pressure indication. The engine oil cap was not re-installed after an overnight Maintenance Check.
Date: 201905
Local time of day: 1801-2400
Location: FCM.Airport, MN
Light: Daylight
Aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class D FCM
ATC / advisory: Tower FCM
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation - Track / Heading All Types; 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: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: I noticed Aircraft X on Runway 28R near Taxiway A3. I told Aircraft Y to stop just as he touched down. I estimated 1;800 feet apart. Aircraft Y was able to exit Runway 28R at Taxiway A2. People are going to die before you all decide that this parallax warrants a new Tower. Do you think maybe for once you could be proactive and get it done before loss of life occurs? We have an impossible task of separating aircraft when we cannot verify which runway they are lined up for. We have even had aircraft land on taxiways. I got damn lucky today. Maybe tomorrow or next week someone won't be so lucky.




Synopsis: FCM Tower Controller reported a ground conflict caused by a runway incursion that they did not notice due to the location of the Control Tower in relation to the runway environment.
Date: 201502
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Pax Seat
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Human factors: Communication Breakdown; Training / Qualification; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Attendant
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Procedure
Primary problem: Chart Or Publication

Narrative: Upon taking over the aircraft and doing preflight. I noticed there was biohazard in row 28 and on seat carpet area of seat 28B; as well as both aft lavatories. The cleaners that boarded came and did only trash. They came on board with no cleaning supplies and only cleaned the area with a safety card; dry paper towels. The Captain and I both insisted on having the correct biohazard cleaning done. However; we were both overruled and forced to accept the aircraft in this unsanitary and unsafe condition for the next group of passengers. Once again agents stated no training and no supplies provided to meet biohazard and OSHA cleaning standards. We remain non-complaint at the airline with unsanitary; unsafe and unhealthy cleaning standards where we reamain in violation daily at the airline.The flight continued and another group of passengers also fell ill in the exact same group of seats on this aircraft. The areas were warm and there were issues with unmaintained and nonfunctining cool air packs in this area of the aircraft. Also passengers once again gave signs of Aerotoxic Syndrome poisoning with violent regurgitation with migraines.This is a classic sign that our wet seals in the bleed air chambers have become compromised and are leaking organic phosphate toxins into the cabin from the skydrol hydraulic fluid creating tcp. I have requested many times over for a Cabin Air Quality program. A proactive change out out policy on wet seals in the chambers. Yet; it continues to fall on deaf ears here.AFA Safety Report filedAirline Safety Report filed




Synopsis: An A320 Captain and Flight attendant discovered biohazards in the aft of the aircraft cabin. The cleaners who came on board only took out trash and were unable to properly clean the aircraft. On the next leg; passengers in the same area became ill.
Date: 202111
Local time of day: 1201-1800
Location: 3KY4.Airport, KY
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Training
Flight phase: Final Approach
Airspace: Class G 3KY4
ATC / advisory: CTAF 3KY4
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Student; Other endorsed for solo flight
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related
Primary problem: Environment - Non Weather Related

Narrative: There are x5 UNMARKED high voltage power lines that run across the approach end of Runway 33 and across the departure end of Runway 15 at 3KY4; in Carrollton; Ky.  The power lines are barely visible; and there are x2 very thin; small diameter wires that are on top of the towers along with the x3 larger high voltage wires that are below them.  I allow more altitude on my final approach to account for this on Runway 33. However at higher density altitudes and at higher gross weights; (training) they are of great concern when departing on Runway 15; which heads directly into the wires.There are no markings; or identification balls to help me accurately and safely judge the distance to fly above them; and this is a very real hazard especially with the small wires that are almost invisible on top of the towers.It would be greatly appreciated for my own safety and for my CFI's and for any other aviators that will use this airport; to have these lines marked so to help better judge the vertical distance away from them and prevent a wire strike; which would be catastrophic.




Synopsis: GA pilot reported unmarked power lines near 3KY4 airport.
Date: 201510
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: Falcon 2000
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Fire/Overheat Warning
Reporter organization: Corporate
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Our MX (Maintenance) department pulled a remote breaker in the forward servicing compartment for the Fire system. It did not get reset prior to the flight. The fire test was done prior to APU start. The audible warning was present as normal; however not all of the visual warnings were present during the test. There were only a few of the visual warnings; and the missing items were missed during the check. We flew the aircraft [on two legs] without incident. If there had been a fire; we would not have been able to use the Fire system as normal.




Synopsis: DA-2000EASy Captain reported flying two legs with a fire system circuit breaker pulled by Maintenance that would have affected their ability to fight a fire.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Bonanza 36
Operator: Corporate
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Climb
Airspace: Class B ZZZ; Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Distraction; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Overcame Equipment Problem; Flight Crew Exited Penetrated Airspace; Flight Crew Became Reoriented
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We departed ZZZ XA:45 on Date VFR to ZZZ1. IFR plan had times out so we elected to depart VFR. PFD was inop AND G1000 reverted the PFD page to the MFD SCREEN. COM 1 was also inop however COM 2 was working so we departed without MFD page. We proceeded S SE until we believed we were clear of Class B. We contacted ZZZ Approach for flight following and they responded by asking how long ago we departed ZZZ. The MFD screen then went blank so we had no navigation display or COM 2. We proceeded SE bound and after about 20 minutes both screens came back on and we were able to navigate to ZZZ2; ZZZ3; ZZZ4. As we were unable to display airspace boundaries it's possible we may have entered Class B as we were departing the area.




Synopsis: Pilot reported losing both MFD and PFD; resulting in a probable airspace violation.