elihoole/asrs-aviation-reports huggingface dataset:
Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Dash 8-100
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Gearbox
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: Engine S/N XXXX-48 on a DHC-8-100 aircraft had an overtorque.  Engine was changed; as instructed by my Lead Mechanic; who was instructed by Engine Program Manager.  We removed Reduction Gearbox RGB 120306 from Engine XXXX-48 and sent it out for inspection.  We then installed Reduction Gearbox RGB (YYYY-24) on Engine XXXX-48. Engine was signed-in February; 2014. Don't know when engine was installed; but when [mistake was] discovered ten days later; the aircraft came to ZZZ to change engine. Overtorque was 168.3%.  My Lead and myself checked manual and found that the overtorque was [actually] 'Out of Limits'; but that was after Program Manager came to Shop on that day. Neither one of us ever checked the manual; just took Manager's word that turbo machine [Engine] S/N XXXX-48 was serviceable.  Engine Program Manager came to Shop and asked about the engine; he wanted to send engine out. Lead Mechanic told Program Manager [that] engine is [already] on aircraft. Lack of communication between Engine Program Manager and Lead Mechanic.  I knew it was [originally] an overtorque; but never asked how much. My Lead showed me the paper ten days [after the RGB change] that showed [an overtorque] at 168.3%.  If I would have [previously] asked how much [overtorque]; a light would go off; that's a lot; lets check manual.  The engine was changed at ZZZ.  Myself and my Lead should not take anyone's word that an overtorqued engine is serviceable; we both need to check the manual before; not after the fact.




Synopsis: An Aircraft Maintenance Technician (AMT) describes how a lack of communication between his Lead Mechanic and their Engine Program Manager contributed to their replacing a Reduction Gearbox (RGB) on a PW 120 engine that had overtorqued; instead of removing the engine from a DHC-8-100 aircraft.
Date: 201206
Local time of day: 1201-1800
Location: ZID.ARTCC, IN
Flight conditions: IMC
Weather elements / visibility: Turbulence; Rain; Thunderstorm
Light: Daylight
Aircraft: HS 125 Series
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZID
ATC / advisory: Center ZID
Reporter organization: Corporate
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Regained Aircraft Control
Contributing factors: Weather
Primary problem: Weather

Narrative: Just west of the MXQ VOR; in IMC conditions; we encountered a pocket of heavy precipitation (not painting on either radar screen) accompanied with severe turbulence and loss of aircraft control. The updraft disengaged the auto-pilot and yaw damper which resulted in a vertical climb of 4;800 FT per minute. Control was regained at 33;800 FT. The Captain (pilot monitoring) was able to then notify ATC of the altitude deviation and within a few minutes we provided a more complete PIREP to the controllers.




Synopsis: HS-125 First Officer reported severe turbulence encounter that resulted in 4;800 FPM uncommanded rate of climb from 32;000 FT to 33;800 FT before control was regained.
Date: 202002
Local time of day: 1201-1800
Location: HRL.TRACON, TX
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
Second aircraft: UAV - Unpiloted Aerial Vehicle
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Anomaly: Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Monitoring. Approximately 2 NM NE of FATOR on the ILS14 at 2;000 MSL; I observed a mid-sized red drone pass off the left side of the aircraft; at an estimated altitude of 2;200 MSL. No evasive action was needed; and I reported the sighting to Mc Allen (MFE) Tower.Cause: Drone operation in the approach corridor of Runway 14.Suggestions: Difficulties in regulation and oversight of drones and their operators make this a difficult issue; but further emphasis on aircraft flight pattern awareness and the hazards of drone operation in the vicinity of airports (and extended runway centerlines) may contribute to safety.




Synopsis: Air carrier First Officer reported a UAV passed off the left side of the aircraft while the flight was beginning an instrument approach.
Date: 202111
Location: , OH
Aircraft: No Aircraft
Airspace: Class E ZOB
Reporter function: Local Civilian
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Equipment Issue
Detector: Person Other Person
When detected: Routine Inspection
Contributing factors: ATC Equipment / Nav Facility / Buildings; Environment - Non Weather Related
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Not sure who to report to; but I live beside a decommissioned power plant (American Electric Power) in Conesville; Ohio. There are lights on the stacks which are in excess of 800 feet tall that have been on and flashing for over 30 years; these have been on during the decommission process; but tonight are now off. There is nothing alerting anyone of these 3 stacks over 800 feet tall.




Synopsis: A concerned citizen from Conesville; Ohio; reported decommissioned power plant stacks over 800 feet tall are no longer lighted with flashing lights.
Date: 202007
Local time of day: 0601-1200
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Navigational Equipment and Processing
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The scheduled flight to ZZZ1 encountered some weather and was assigned a hold at ZZZZZ which is around 80nm off the coast of ZZZ1.  It took a while to find his actual location since Software X was showing it down the coast off shore and hollowed out.  I was able to find his actual location on Flight Aware and ran his numbers.  I advised him he was well out of the 50nm range allowed; he said it was due to ATC moving him there and the crew did notify ATC. It was past the 50nm range.I had two obstacles and it was Software X and ATC.  Software X was incorrectly tracking the flight as being on-shore so there wasn't anything to worry about since ZZZ Approach  was holding most of the day for volume and ATC for putting them in a hold that was past the safe range which was 50nm.We were looking at Software Y to possibly replace Software X but since Software X is incorrectly tracking (Or not tracking) flights; something needs to be done since Software X is not up to the task.




Synopsis: Air Carrier Captain reported ATC assigned holding fix in excess of 50nm offshore due to weather limitations. Reported added Navigation system malfunctioning.
Date: 201403
Local time of day: 1801-2400
Location: ZOB.ARTCC, OH
Light: Night
Aircraft: Light Transport
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Second aircraft: Medium Large Transport
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Human-Machine Interface
Anomaly: ATC Issue 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 Provided Assistance; Air Traffic Control Separated Traffic; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working a radar position without a D-side as one was not needed. Aircraft Y was heading southeast; direct CUTTA Intersection at FL350. Aircraft X was heading northwest toward MLP at FL340. The paths of flight of the two aircraft were less than 5 miles apart. Aircraft Y's data block showed FL345 in one hit and the conflict alert initiated. I asked Aircraft Y to verify level at FL350. The pilot responded; indicating that they were responding to an RA and descending. After verifying that the RA was to descend and not climb; I noticed another sector had an aircraft; Aircraft Z; at FL360 that had shown 100 feet low for a couple hits; causing the RA. The RA resulted in a loss of separation between Aircraft Y and Aircraft X. Once Aircraft Y and Aircraft X were laterally separated; I cleared Aircraft Y to descend to FL310 once the RA was resolved as the aircraft needed to start it's descent into it's destination airport. Aircraft Z should have been level at FL360. I'm not sure if it was a pilot or equipment error; but the only separation that was lost was with another aircraft not involved in the RA at all.




Synopsis: Reporter stated he observed Aircraft Y deviate from assigned altitude because of RA from Aircraft Z; causing separation loss with Aircraft X.
Date: 201510
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb; Landing; Parked; Cruise
Airspace: Class A ZZZ; Class B ZZZ
ATC / advisory: Center ZZZ; Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Situational Awareness; Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Other / Unknown; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight; Pre-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed As Precaution; Flight Crew Diverted; General Maintenance Action; General Physical Injury / Incapacitation
Contributing factors: Company Policy; Procedure; Aircraft
Primary problem: Company Policy

Narrative: Arrived on aircraft at XA:15 and smelled odor equivalent to oil. As soon as we took off it worsened and Captain called us to tell us we were diverting because of the odor and they had donned their oxygen. We were on the aircraft for over an hour before we were able to get off and smell fresh air. I have since been experiencing painful headaches and dizziness. This happened one other time to me on an A319 but I recovered in 3 days. This time I am  not rebounding as quickly. Since we smelled such a strong oil smell before we took off I was real surprised we left our departure airport.




Synopsis: An A320 Flight Attendant detected an oil odor during an early morning preflight. The flight departed but then diverted with the pilots on oxygen after the odor intensified once airborne. The reporter experienced painful headaches and dizziness days after the exposure.
Date: 201603
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
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: PFD
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
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 Issued New Clearance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; Flight Crew Landed As Precaution; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At level cruise at FL360 MFD 2 (non flying pilot) flashed red then went blank. Immediately after this happened an intense odor resembling that of electrical fire or smoke filled the cockpit. We went through the memory items for Cabin Fire or Smoke; and consulted the QRH. We ran the QRH Cabin Fire or Smoke checklist. The odor continued to increase and it was agreed that we should divert to the nearest airport; as we could not definitively pinpoint the location of the odor with reference to a fire; or that any point of heat was able to be extinguished.We spoke with ATC and they assigned us direct to [a nearby airport]. Although we were asked if we wanted emergency [status]; we were still running our QRH checklist and trying to determine what our options were; so we declined. I believe ATC [treated] us as an emergency aircraft.We had a normal landing; although overweight; and had fire department personnel search the outside of the aircraft for signs of fire or smoke damage before taxiing to the gate and deplaning the passengers.The fire department entered the cockpit once we were parked and noted the smell and said 'something was definitely fire related up here.' Contract maintenance confirmed that the MFD 2 CRT was the source of the heat related odor; but the wires associated were not. We MEL'd MFD 2; and continued on with the flight. When we first smelled the heat/fire related odor; we knew that we were likely to divert very soon. We worked with ATC to descend to the nearest airport with fire and rescue capabilities; in the event the odor we smelled led to a bigger fire/flame event. Although we were treated as an emergency aircraft; we complied with ATC instructions.


Second narrative: [Report narrative contained no additional information.]


Synopsis: EMB-145XR flight crew reported diverting to an alternate airport after the First Officer's MFD failed and they noticed an electrical smoke odor.
Date: 201310
Local time of day: 0601-1200
Location: L30.TRACON, NV
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON L30
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface; Communication Breakdown; Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC Overrode Automation; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On left base visual to 25L with the autopilot on; looking over left shoulder to spot traffic and the runway; the Captain selected the approach mode instead of the LOC button. This caused the airplane to climb 500 feet above altitude. As soon as the engines started to spool; I informed the Captain that we were about to start climbing out of our assigned altitude. He was not sure what to do; as he started pushing buttons to get the airplane to level off. After a few moments of letting him try to solve the solution; I asked him to turn off the autopilot; which he eventually did; and returned the aircraft to its intended flight path. He completed the visual approach with a slight overshoot. I should have intervened right away; instead of waiting for him to figure out the automation. I'll be less respectful of positional authority; and more respectful of the possible consequences.


Second narrative: We were at 5;500 feet on a base leg flying a visual approach. I intended to arm the VOR/LOC mode on the MCP. However; I accidentally armed the APP mode. The autopilot then captured a glideslope signal. The aircraft quickly began to climb. This resulted in a 500 foot deviation error. I immediately disconnected the autopilot and corrected the flight path.Correctly verbalizing and verifying automation changes would prevent this error.


Synopsis: Inadvertently selecting APP mode vice VOR/LOC to intercept the localizer while on autopilot resulted in a glide slope capture and a climb out of their cleared altitude for a B737NG flight crew.
Date: 201208
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Hydraulic System Lines; Connectors; Fittings
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Technician
Human factors: Situational Awareness
Second reporter function: Technician
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Other Overnight Maintenance
Result: General Maintenance Action
Contributing factors: MEL; Human Factors; Manuals; Procedure
Primary problem: MEL

Narrative: While troubleshooting [an Airbus 320] Yellow [Hydraulic] System accumulator [deferral]; it was found to be not accomplished properly. I then began to test the system per AMM 29-13-42 and at approximately 1;820 PSI; as I was looking at the pressure gauge; something in the system let loose and sprayed me in the face and side. I was able to get out of the area without any damage but could have been much worse. What we ended up finding out; not only was the accumulator damaged due to not doing the MEL procedure properly; it caused damage to the yellow system reservoir; yellow system pump; and check valve.


Second narrative: I was assigned to troubleshoot an aircraft's Yellow Hydraulic System deferral to determine if we needed an accumulator. Since this was MEL item we checked to see if it was complied with. It was not complied with. We proceeded to troubleshoot yellow system and charged yellow accumulator to see if it would hold pressure; while charging to target 1;850 PSI at 1;820 PSI the safety valve let loose approximately 2 gallons skydrol while fellow Mechanic was in the charging bay; he was doused with skydrol as a result. It was clear that the accumulator internal bladder had been previously ruptured resulting in 0 pressure; further troubleshooting resulted in finding the yellow system reservoir had been over serviced; we attempted to relieve head pressure air and approximately 0.5 gallons of skydrol was blowing out of reservoir air pressure vent valve. At this point it was clear that the bladder on the yellow reservoir was also ruptured due to skydrol in the reservoir air system. We informed Management of our findings and removed the yellow system reservoir and that concluded our shift.


Synopsis: The reference A320 Minimum Equipment List procedure called for the high pressure pneumatic line to be disconnected from the reservoir to prevent pressure from acting upon the system.  The technicians reported that this line was found to be connected; which may have caused additional damage.
Date: 202010
Local time of day: 0601-1200
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passengers in X3; X4 and Y3; Y4 were non-compliant with wearing masks. They kept taking the masks off and we had to give them a warning. The passengers continued to take the face masks off. We told the Captain and he informed Dispatch. We tried to give them a few chances; but they just continued being non-compliant.




Synopsis: Flight Attendant reported several passengers were non-compliant with face mask policy.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Distraction
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Person Dispatch; Person Ground Personnel
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Returned To Gate
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: On taxi out for departure; we received an ACARS message to return to the blocks because of an improper loading problem.   Upon further questioning; we were told Radioactive material of .7 TI was loaded in 2L.  Company Dangerous Goods guidance states all radioactive material must be loaded in position 3 or aft.The Ramp Personnel loaded radioactive material forward of position 3; and the improper loading was not caught by the ramp personnel or flight crew before block out.I suggest better adherence to Company Dangerous Goods guidance and attention to detail when reviewing the paper work.




Synopsis: While taxiing out a cargo aircraft was recalled to the ramp after it was discovered that Radioactive material was improperly placed in a cargo position forward of where Company Dangerous Goods guidance allowed.