elihoole/asrs-aviation-reports huggingface dataset:
Date: 202201
Local time of day: 0601-1200
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Communication Breakdown; Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel; Person Other Person
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On Date 1 (3) TC cell batteries were shipped out of third party vendor from Address X on shipper [account] which was flagged as a Dangerous Goods item. It was reported on Date 2 from ZZZ that the shipment was shipped without properly identifying that the cell batteries shipped incorrectly without outer visual UN 3090 markings and no dangerous good declarations was found on the inside of the container with the cell batteries. Third party vendor immediately notified Quality Control person whom resides at Address X about the incorrect shipment. The shipment did ship on a Company cargo aircraft. We want to ensure disclosure of the incident and that all parties involved have been notified and proper actions to mitigate recurrence. Actions to contain only DG (Dangerous Goods) Certified shippers can access and ship out DG related items was taken along with a two people buy-off activity.




Synopsis: Air Carrier Ground Personnel reported undeclared Hazmat shipment violations of Lithium Ion batteries. Shipment was transported without required Hazmat Declaration; exterior label; and packing list. Reporter notified shipping vendor of the errors.
Date: 201506
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Aircraft Cooling System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Physiological - Other; Fatigue
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; 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: Aircraft
Primary problem: Aircraft

Narrative: Boarded aircraft at the start of our trip. Aircraft was rather warm; I thought it's [an older B737] in the summer; it should cool down once we get going. The aircraft never cooled down; people were complaining and fanning themselves. Get to [destination] and 135 passengers boarded. We had a delay for over an hour. We did a water service. People were fanning themselves and complaining about the temperature. Captain switched from ground power to APU. It still was hot. Passengers said hot air was coming out. We continued to fly that aircraft. The entire flight we had passengers yelling and cursing at us because it was hot. I called the captain and he said he would have Maintenance come look at it. We get to [destination] and passengers were furious. We had 44 of them continuing on. Several folks talked to a CSS. Passengers deplaned as Maintenance worked on the broken air conditioning. Several of the thru passengers were upset that we were taking the same aircraft out. Maintenance said they fixed the air so we boarded. Once again the crew and passengers were all sweating bullets. The air was not fixed at all. I called the Captain again and told him it was still outrageously hot. He said we would get an aircraft swap. Flew to [destination]; still on the hot aircraft and swapped it out. Dramatic difference between the next and previous aircraft. Four legs on the hottest aircraft I ever been on. My crew and I were exhausted; not to mention sweaty. The passengers said they were writing in and were beyond upset. A few mentioned to contact OSHA. Needless to say it was an embarrassing situation. I apologized profusely.Preventative Measures: Believe the flight attendants when they say aircraft is too hot; and do something about it a lot sooner than after our fourth leg.


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


Synopsis: Flight attendants reported the cabin temperature in their older model B737 was uncomfortably warm.
Date: 202010
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Physiological - Other; Situational Awareness; Time Pressure
Anomaly: No Specific Anomaly Occurred All Types
Detector: Person Flight Crew
When detected: Pre-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Company Policy

Narrative: From an XA:00 short call I was called at XD:00 AM for a XJ:20 two day to ZZZ. I was awake from that call and didn't have solid sleep before. This was my first trip in X months and arrived 2 hours before to departure to get prepared and do the online form for State X. The next night I slept approximately 7 hours; but awoke several times during the night because I couldn't cool the room. I used a lot of caffeine to get through the flight home and arrived spent. 20 minutes after the trip the crew desk assigned a XF:59 flight time ZZZ1 ZZZ2 ZZZ1; 1 day on minimum rest. I was unable to get to sleep and called in fatigued. Undesirable pairing assignment along with operational fatigue.




Synopsis: Air carrier Captain reported undesirable pairing assignment along with operational fatigue.
Date: 201902
Location: TUS.Airport, AZ
Flight conditions: VMC
Weather elements / visibility: Windshear
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C TUS
ATC / advisory: TRACON U90
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; 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 New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: With strong and gusty winds gusting to 29 knots; we planned on Runway 21 and set up for the RNAV 21 at TUS. We were not assigned a VIA segment and therefore; did not include that in the FMGC and anticipated radar vectors to final approach course. Upon checking in with the Approach Controller; I realized it was very congested airspace and the controller advised us to expect direct RAINA and to get set up for it. The Captain attempted to insert the vias with the associated RNAV 21. The Controller gave us an initial heading and then maybe a minute later came back and asked us if we were set up for RAINA. The Captain manually input it into the direct to since he could not get it to load in the Via. I acknowledged the fix and proceeded direct to it. Immediately; we realized there was a problem and I reverted back to last assigned heading [while] the Captain re-inserted the correct spelling of RAINA in the direct to function. However; because of this delay; we ended up navigating a right 270 that took us towards terrain to reach the fix. We were [queried] by the Controller and then assigned 1000 foot climb in altitude to 11;000 feet. The rest of the approach was uneventful. We debriefed the event as a crew.




Synopsis: A320 First Officer reported a track deviation and CFTT occurred on arrival into TUS following a late clearance change.
Date: 201408
Local time of day: 1801-2400
Location: DAL.Airport, TX
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground DAL
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Confusion; Situational Awareness
Anomaly: Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Airport; Environment - Non Weather Related; Human Factors
Primary problem: Airport

Narrative: Recommend lighted taxiway signage for DAL. At night when the ramp is lit by the white flood lights for the remote parking of aircraft; the outbound crews have a difficult time in determining the taxi instructions for [Runway] 13R. Usually the taxi instructions are to taxi to Runway 13R via Papa; cross Runway 18; Charlie 5; Lima. The white flood lights are an immediate distraction and they reduce the pilot's night vision. Green taxiway lights are present; but there is no lighted taxiway signage for Taxiway Papa. Painted taxiway signage does exist; but is difficult to see at night and in low visibility conditions. The taxiway signage exists at the turn point for Taxiway Lima on the captain's side; but is not lighted at night. One has to turn on a forward landing light in addition to the taxi light in order to see the pavement markings.




Synopsis: An Air Carrier Captain taxiing to Runway 13R at night reported unlighted taxiway signage on Papa and Lima made transitions between taxiways difficult without taxi and landing light illumination.
Date: 201604
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: 10
Light: Daylight
Aircraft: Robinson R44
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Parked
ATC / advisory: Ground ZZZ
Aircraft component: Engine
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Rotorcraft; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: Pre-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was taking a Rotorcraft CFI for his initial flight in a Robinson R-44II. This instructor had completed all of his time (+/- 180 Hours) in the Schweitzer 300. He was interested in getting familiar with Robinson helicopters to expand his employment opportunities. We completed the required SFAR 73 awareness training beforehand. Next we walked through the preflight checklist step by step taking time to become familiar with aircraft systems. Utilizing a checklist again; the engine start was uneventful; however while explaining the purpose of the hydraulic system check the engine stopped unexpectedly. We discovered quickly that when removing friction from flight controls the student mistook the main fuel shutoff for the collective friction adjustment. Leaving the collective friction on and the fuel off. The hydraulic system check is one of the last checks you perform prior to liftoff. If we had been in more of a hurry to depart we could possibly have been airborne in a hover or takeoff profile when the engine stopped. In my opinion this was a possible near miss for an incident and an excellent learning opportunity. Personally; I check the friction tension prior to liftoff to ensure no hindrance of flight controls. I am sure that prior to liftoff I would have checked the collective friction and noticed the fuel shutoff in the closed position. Also we possibly would have not been able to complete the hydraulic system check with the collective friction still applied. In the future I will be taking extra steps to ensure each student fully understands the importance of knowing the difference between the collective friction and the fuel shutoff. There are multiple checks in place to help avoid this from causing a fuel starved engine in flight and I am unaware of any similar instances but I feel that this may possibly be something that others need to know about in order to avoid a more disastrous outcome.




Synopsis: R44 flight instructor reported that a helicopter pilot in training inadvertently mistook the fuel shutoff for the collective friction adjustment after engine start.
Date: 201906
Location: ZZZ.Airport, US
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During taxi out to the runway; I thought it may be hazy in the aft cabin. I began adjusting my glasses to make sure that I wasn't seeing things; as the day had been kind of cloudy. As I was looking aft; the passenger in XXD asked me if I could smell something. When I directed my attention to her to answer her question; I told her I did; in fact; smell kerosene. There was a dead-heading pilot seated in YYB who said he thought that the scent was from the plane in front of us. I initiated an all call; and Flight Attendant #4 at the 3R door said she could smell the odor as well. Flight Attendant #2 and Flight Attendant #1 said they could not smell anything. Flight Attendant #1 though did say she had a funny taste in her mouth. We began our takeoff roll as we were on the all call. As we climbed through the first couple of thousands of feet; the smell and haze dissipated very quickly. I broke sterile to inform Captain of the odor. He said it had something to do with the APU but to keep him in the loop of any other issues as they arise in regard to the situation. Flight Attendant #3 and Flight Attendant #4 developed headaches shortly afterward.




Synopsis: B757-200 Flight Attendant reported a kerosene type odor during climb; which dissipated. Afterwards; two flight attendants reported they developed headaches.
Date: 201812
Local time of day: 1801-2400
Location: SAN.Airport, CA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
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: Physiological - Other
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; General Physical Injury / Incapacitation
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: While on the LUCKI1 RNAV STAR inbound to SAN; and transitioning to the RNAV RNP Z 27 approach; our flight was illuminated by a bright green laser. This occurred on descent between 10;000-9;000 feet. According to track data; it seems this would place our position near HSKER Intersection. The laser beam was green; intense; and seemed to target us. It caused momentary blindness in my left eye; and I was seeing spots in my vision for as long as an hour after the event. At the time of incident; we reported the illumination to SOCAL Approach; who asked if the laser was coming from 'south of the border' (Mexico). We replied that we didn't really know where the border was (it was night VMC); but I could see the outline of hills and city lights behind them where the laser was coming from the northern edge.




Synopsis: Air carrier First Officer reported a laser strike during approach to SAN airport.
Date: 201310
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: FBO
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Main Gear Wheel
Component problem: Failed
Reporter organization: FBO
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Anomaly: Aircraft Equipment Problem Less Severe; Ground Excursion Runway
Detector: Person Flight Crew
When detected: Other Landing roll
Result: Aircraft Aircraft Damaged; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: Following an uneventful [touchdown] just past 1;000 FT markers on Runway 24; under light winds; 20 degrees of flaps and an approach speed of 75 KTS I started to apply light brakes. But then I started to feel a vibration coming through the pedals; which got moderately worse and the airplane started to deviate from center line to left. Upon applying more right pedal to correct left drift and slight braking I looked out the window and [saw that the] left main [tire] was blown. I applied slight right aileron to try to keep weight off the left main [and; as the aircraft slowed down] applied full right rudder and more braking on right main; to maintain best directional control but was unable to stop aircraft before rolling off on to runway skirt. The airplane stopped off runway by about six feet. There was no damage done to left main wheel rim; hub [or other part of the] aircraft.I do not feel like there was anything else that could have been done to correct the situation any better than was done. Contributing factors that could of led up to the event were; upon preflight of plane I noticed that tire tread on both mains was very thin; less than 1/16th of an inch. Upon checking the tire after it was removed it was found to be less than that; it was just about to show cord lines in [tread]. I advised that both mains be replaced to lessen the chance of a recurrence. Both mains were; in fact; replaced.




Synopsis: A C182RG pilot suffered a modest runway excursion on landing when the left main gear tire failed. There was no other damage to the aircraft.
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Weather; Procedure; Human Factors
Primary problem: Human Factors

Narrative: Thunderstorms were quickly approaching XXL final approach course upon our arrival at ZZZ. ATC provided significant vectoring and cleared us for visual XXL during base leg of approach.  Base leg was squared off toward final approach fix due to approaching weather. During turn to final approach course; pilot flying went below GS (Glide Slope). Tower issued low altitude warning. Pilot initiated corrective action. Aircraft Landed uneventfully.




Synopsis: First Officer reported descending below altitude on approach and climbed back to correct altitude to continue the approach to landing.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Powerplant Lubrication System
Component problem: Failed
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Distraction; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Company Policy; Human Factors
Primary problem: Human Factors

Narrative: I was the First Officer and the Pilot Flying. At FL290; we received a left low prop oil pressure caution indication. The checklist states crew awareness. Then we received a left low prop oil pressure warning. This requires an engine shut down and landing. [ATC was advised] and we chose ZZZ for the landing. As the Pilot Flying; I took over radio communications to allow the Captain; Pilot Not Flying; to run the checklist. I guarded the right; good engine; power lever with my left hand while flying with my right hand. The Captain reduced the power on the left engine in preparation for left engine shut down. ATC gave us a heading and altitude change. I used my left hand guarding the right; good; condition lever to change the heading and altitude selector. At that time the Captain continued the checklist without me confirming his actions. The Captain pulled the condition lever on the right; good; engine; shutting down our good engine. I called for the airborne restart checklist. The Captain ran the checklist while I was coordinating with ATC. The Captain did not include me while he ran the checklist. The engine did not restart. I do not know if the checklist was followed properly. I called for the air start checklist. I increased airspeed to get N1 up. The checklist was run and the engine did restart. The left engine was then shut down. The Captain was in such a hurry that he excluded me while running the checklists. CRM failed. We landed uneventfully at ZZZ. During the debrief the next day with the Director of Operations; the Captain did not disclose the right; good; engine was shut down in error. I was not allowed input. When I attempted to speak; the Director of Operations put his hand up to silence me. The Director of Operations seemed only interested in the Captain's statement. I resigned from the company.




Synopsis: First Officer reported encountering an engine failure with the Captain shutting down the remaining good engine.