elihoole/asrs-aviation-reports huggingface dataset:
Date: 202108
Local time of day: 0601-1200
Location: YSSY.Airport, FO
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Physiological - Other
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Airport; Procedure; Human Factors; Company Policy
Primary problem: Ambiguous

Narrative: Upon landing in YSSY we were told the aircraft needed to be disinfected with a spray. They had us turn off the air conditioning and proceeded to spray the cabin with an insecticide. They made the crew and passengers remain onboard and closed the doors; the spray was so heavy it set off smoke detectors. One of the flight attendants had a very bad reaction to it and had to wash out the eyes; the next day flight attendant complained of a sore throat.I read the can and it is to be used as an aircraft insecticide. It is not intended to be used on humans.One of the warnings is avoid breathing fumes; mists; vapors; or spray. First Aid: If swallowed; do not induce vomiting; contact a poison information center. If in eyes; flood with water; if on skin wash with soap and water.They are spraying this on everyone; including a one month old baby. I confronted the agent who was spraying it (she was in a full hazmat suit) and all she said was the health minister authorized it. I complained that the can clearly states its poisonous to humans. They should not be doing this with passengers and crew onboard.




Synopsis: Air Carrier First Officer reported YSSY ground personnel boarded the aircraft and began spraying with the cabin crew and passengers still on board.
Date: 201210
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Balloon
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Landing
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial
Human factors: Physiological - Other
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Other Landing
Result: General Physical Injury / Incapacitation
Contributing factors: Aircraft; Weather; Human Factors
Primary problem: Ambiguous

Narrative: Hot air balloon was landing in winds approximately 8-10 KTS. Upon ground contact the balloon continued to slide and came to rest with basket on its' side. Occupants remained in the basket; however the pilot's knee was pushed up against the other occupant's leg just above the ankle. Occupant (also a pilot) experienced bruising and swelling of the ankle. No medical attention was accepted at time of incident.




Synopsis: Hot air balloon pilot reports landing in 8-10 KTS of wind resulting in the basket tipping over and injury to the other occupant of the basket.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Hercules (C-130)/L100/382
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Engine Air Pneumatic Ducting
Component problem: Malfunctioning
Reporter function: First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Human factors: Troubleshooting
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After departing ZZZ on climb through 9;000 feet; crew received a Red master warning indicating a left engine bleed leak. The crew performed the immediate action items and appropriate checklist which isolated the left bleed leak malfunction. The crew returned to ZZZ for a normal landing. Maintenance was then notified.




Synopsis: C130 First Officer reported a red master warning light that indicated a left engine bleed leak. First Officer reported performing immediate action items and completed the checklists to isolate the bleed leak; completing an air turn back and precautionary landing.
Date: 202107
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate; Routine Inspection; Pre-flight
Result: General Work Refused; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: My First Officer noticed while checking the hazardous cargo pallet; there was a '4.3 DANGEROUS WHEN WET' box loaded on the very bottom of the pallet; with several boxes of other DG (dangerous goods) on top. It had been raining steadily for several minutes during loading; so the pallet had about a half inch of water or more that had puddled on the floor of the metal pallet. The pallet had plastic wrapping around all the boxes and of course the plastic was also wet due to the rain. But since this box was loaded on the bottom we couldn't tell if it was totally wrapped in plastic or bare to the pallet flooring. Also if there was a rip in the plastic; it could get the box wet. So I told the ramp agent I needed to see bottom of the box. The Ramp and DG Agent did not understand due to language issues and initially they put styrofoam under the box. My First Officer used Google translate and they finally understood. When they took the box off the pallet and showed it to me; it was wet on half of the bottom of the box; the box had absorbed a good bit of water as it looked darker. We had them remove that small box from the plane. It would have been easy to over look this!! My First Officer deserves a recognition for his attention to detail!! The DG Specialist most importantly needs to understand this could have been a very serious issue! I believe the package contained Lithium Phosphorus. 'Dangerous When Wet' DG should never be on the bottom of the pallet for this very reason. The cause was a poorly built DG pallet and a misunderstanding of how this box could easily get wet in the conditions presented. Ensure DG specialist at ZZZZ understand this issue and re-train as necessary.




Synopsis: Air Carrier Captain reported Hazmat cargo refused due to being incorrectly configured for transport.
Date: 201702
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: 3
Light: Daylight
Aircraft: Super King Air 200
Operator: Air Taxi
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying in the right seat of a King Air 250 for a pilot with whom I fly regularly. He was being evaluated by an FAA inspector in a passenger seat for a part 135.297 IPC. After takeoff and upon reaching 500 feet and heading of 140 degrees departing ZZZ in IMC and after engaging the autopilot; the inspector stated 'the right engine has failed.' He expected either the pilot or me to simulate an engine failure despite the fact that neither the pilot nor I had actually been trained to reconfigure the right power and propeller levers to zero thrust. We knew ahead of time there would be a simulated engine failure but had never experienced that scenario in the actual aircraft. The pilot pulled the right power lever back thinking that was adequate to simulate engine failure while we simulated the memory items to secure the 'failed' engine.At this point we realized the right engine was creating enough drag that full left rudder could not overcome the adverse yaw and the autopilot kicked off. I was communicating with departure and was queried twice about our heading as we continued in a right turn. As the airspeed decayed and the aircraft could not be brought around to our assigned heading; we were told we could have our engine back and upon setting normal power we were able to fly normally and were vectored for an ILS approach back into ZZZ. I; along with the pilot and charter operator; will be meeting with the FAA tomorrow to discuss this incident. I have been informed the FAA is critical of my cockpit resource management during the flight.


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


Synopsis: BE20 flight crew reported being unable to maintain heading or airspeed during a simulated engine failure in IMC while under FAA evaluation.
Date: 202008
Local time of day: 1201-1800
Location: LGA.Tower, NY
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LGA
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types
Contributing factors: ATC Equipment / Nav Facility / Buildings; Procedure
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: On RNAV (Area Navigation) Visual 31 Approach at 1000'; LGA Tower reported a 'low altitude' alert on us even though we were on the correct VNAV (Vertical Navigation) and LNAV (Lateral Navigation) profile. I leveled off and both Pilots verified we had the correct altimeter setting and were at or above the VNAV profile. I was visual with the runway and showed we were high on the PAPI Precision Approach Path Indicator) as well. I corrected our vertical path back to the RNAVS and visual flight path and landed in the touchdown zone without further incident. After landing; LGA Tower confirmed they have been having erroneous 'low altitude alerts' with other flights in the same area. LGA should check their altitude alerting information to insure it is giving accurate data.




Synopsis: Air carrier flight crew reported receiving a low altitude warning from tower despite cockpit instruments showing that they were above the RNAV glidepath.
Date: 201905
Local time of day: 0601-1200
Location: ZLC.ARTCC, UT
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZLC
ATC / advisory: Center ZLC
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: When cruising near GAROT Intersection; we experienced a dual GPS failure and XPDR FAIL light. This appeared to be GPS jamming. Another aircraft behind us reported the same issue. Center stated that the GPS jamming was not due to commence for 90 more minutes. Unscheduled GPS jamming is a serious safety issue.




Synopsis: B737 Captain reported experiencing GPS jamming while in cruise flight.
Date: 201910
Local time of day: 0601-1200
Location: CMH.Tower, OH
Aircraft: Medium Transport
Operating under: Part 91
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C CMH
ATC / advisory: Tower CMH
Reporter organization: Government
Reporter function: Ground; Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Workload; Communication Breakdown
Anomaly: ATC Issue All Types; 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
Contributing factors: Procedure; Staffing; ATC Equipment / Nav Facility / Buildings
Primary problem: Staffing

Narrative: Aircraft X was on a visual approach to Runway 10R. After being cleared to land; the low altitude alert went off and the Local Controller issued a low altitude alert to the pilot; and the aircraft was observed at 1;800 feet MSL; about 5 miles southwest of the airport; and appeared to [be] flying eastbound; as if the aircraft mistook something else for the airport. In the vicinity where the aircraft was; the MVA is 2;700 feet; and there are antennas and building obstructions in the area. Being that far away from the airport; at such a low altitude (potentially only 100 feet above obstructions); the low altitude alert should have gone off in a much more timely manner. After the Local Controller issued the low altitude alert; the pilot climbed up several hundred feet; and corrected towards the airport and landed without incident. Due to our staffing shortage; we were forced to work with only two controllers in the tower; at the time. The Local Controller was also working Ground Control. If we would have had a Ground Controller; and if CIC wasn't forced to be combined with another position; this situation may have not occurred; due to controllers being able to dedicate more attention to specific aircraft. This low altitude may have been noticed before to low altitude alert went off. If the low altitude alert worked properly; the pilot may have gotten this alert sooner; thus avoiding such an extremely low; and unsafe altitude. The low altitude and conflict alerts do not seem to go off at proper times. I have filed a report previously on conflict alerts. The parameters of the MSAW alerts needs to be looked into; and possibly changed; to create a safer environment. Even more important; our staffing shortage could have contributed to something catastrophic; had this situation not resolved itself correctly. We continue to be overworked; and understaffed. This staffing crisis needs to be corrected.




Synopsis: Controller reported that workload and a system malfunction caused a delay in issuing a low altitude alert to an aircraft that had descended below the MVA.
Date: 202005
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Aircraft component: Oil Cooler
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Other / Unknown
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 Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft; Procedure; Incorrect / Not Installed / Unavailable Part
Primary problem: Incorrect / Not Installed / Unavailable Part

Narrative: Removing and replacing No. 2 engine fuel oil cooler;  when reinstalling line that was not removed but loosened and moved out of way; did not inspect gasket or remove and replace gasket;  sure I tightened all lines; leak checked at idle while running did not see any leaks.




Synopsis: B737-8 Technician reported not replacing a gasket on an oil line during an oil cooler replacement.
Date: 201408
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 7
Light: Daylight
Aircraft: Cessna 210 Centurion / Turbo Centurion 210C; 210D
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Engine
Component problem: Failed
Reporter organization: Personal
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Workload; Situational Awareness; Time Pressure
Anomaly: Aircraft Equipment Problem Critical; Ground Event / Encounter Gear Up Landing; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew Inflight Shutdown; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed and set up cruise flight westbound. Planned profile was an aircraft familiarization flight for another pilot and then return to the departure airport. Approximately 30 minutes into the flight; I noticed a slight engine roughness. This lasted about 30 seconds. The roughness then grew to a noticeably rough-running engine and power decay. We had a divert airport in sight. I took the controls and began to prepare for landing but did not begin configuring. After a minute or so; the engine failed and the propeller did not windmill. I decided that we could not make the glide to the nearby airport and chose a paved road for landing. Flaps were extended normally but the landing gear failed to extend. My passenger operated the alternate extension hand pump for the gear. The main gear extended but the nose gear did not. I landed on the road and the airplane traveled approximately 400 FT on the main gear and nose. After egress; I contacted 911; the FSDO; and my insurance company. We pushed the airplane into an unused driveway so that the road was clear. The FAA did not visit the scene but accepted a report completed by the highway patrol.




Synopsis: A C-210 engine failed at 4;500 FT but the pilot was unable to glide to a divert airport as the passenger pumped only the main gear down. A safe off airport landing was completed with the nose gear retracted.
Date: 201206
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: 10
Light: Daylight
Aircraft: Beaver DHC-2
Operator: Personal
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Aircraft component: Fuel Distribution System
Component problem: Improperly Operated
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: When engine quit; I switched from empty tank to rear tank which was half full and it did not restart.  I was over some wetlands and I made a landing there. There was no damage to the plane or anything else.  I inadvertently allowed my Class 3 physical to expire and I am renewing it.




Synopsis: DHC2 pilot experiences engine failure at 2;000 FT when the tank suppling the engine is used up. After switching to the rear tank which is half full the engine does not restart and an engine out landing in wetlands ensues without damage.
Date: 202010
Local time of day: 0601-1200
Location: DAL.Airport, TX
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DAL
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: Confusion; Situational Awareness; Human-Machine Interface; Distraction
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control; Person Flight Crew
When detected: Taxi
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance
Contributing factors: Airport; Environment - Non Weather Related
Primary problem: Airport

Narrative: We landed 31R in DAL and exited runway at M5; Ground issued B to D to the gate. We made turn onto M. Ground caught the error and issued new clearance 'M B5 ramp'. There was an Operations vehicle on the frequency and Ground asked him to look at the signage at M/M5 intersection; Ground stated we were the fourth aircraft to make the same error and he didn't want to file a deviation if it was a signage issue. The Operations vehicle stated that there was a sign for M but it was on M5 as you leave the runway; if you didn't see it exiting the runway there is no indication of M versus B. I had my iPad on and it automatically changed to 10-9 on landing. We had originally briefed 31L; but it closed when we were in the descent.




Synopsis: Air carrier Captain reported taxiway incursion at DAL airport and cited signage issues as a contributing factor.
Date: 202002
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Airspace: Class B ZZZ
Aircraft component: Drinkable/Waste Water Syst
Component problem: Failed
Reporter organization: Contracted Service
Reporter function: Technician
Reporter qualification: Maintenance Airframe; Maintenance Powerplant
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Maintenance
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Manuals; Company Policy; Aircraft; Procedure
Primary problem: Procedure

Narrative: Aft drain mast was removed in ZZZ. Was reinspecting tape and realized no blanking plate had been installed. Tape was blown out from inside. Contacted engineering was told the blanking plate was not required because drain mast was going to reinstalled so that step from amm is not necessary. I do not believe that is the proper interpretation of the AMM.




Synopsis: Technician reported that proper procedure was not followed when a drain mast was repaired.