elihoole/asrs-aviation-reports huggingface dataset:
Date: 201912
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Aircraft: Small Aircraft
Flight plan: IFR
Flight phase: Descent
ATC / advisory: TRACON NCT
Reporter organization: Government
Reporter function: Approach
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was working on southeast plan; and was holding a few IFR aircraft outside of SJC. At the same time; Aircraft X was inbound to NUQ on the ILS. I cleared the aircraft for the approach to cross ZAPEP at 055. While I was coordinating with another sector for a point-out of my holding aircraft; Aircraft X descended below the MVA. I issued a low altitude alert to the pilot; he responded that he was correcting; and I climbed the aircraft to 051 until established again. The aircraft landed without incident. I actually believe the system worked well in this instance. The aircraft descended below the MVA; the alarm went off; the low altitude alert was issued; and the pilot corrected. I do believe that the descent was a pilot deviation as he indicated correcting immediately. I would have reported this to management at the time; but the culture at this facility is trending to be analytical and punitive; not supporting a safety culture.




Synopsis: NCT TRACON Controller reported that an aircraft on an arrival descended below the sector MVA.
Date: 201909
Local time of day: 1201-1800
Location: DCA.Airport, DC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B DCA
ATC / advisory: Tower DCA
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: It was the first flight of the day and it was my leg to fly. On the takeoff roll after rotation the airplane seemed like it was not climbing as well as it normally would. We received a momentary green PLI (Pitch Limit Indicator) and at that point both the Captain and I noticed something was not correct. After takeoff we looked over the numbers and realized that the takeoff was supposed to be a flaps 4 takeoff. This is an error that I have never made before; even after reading the documents that have come out on company stressing to be aware of the serious safety risks of doing a flaps 2 takeoff when it should be a flaps 4. This is an almost inexcusable error that I am very disappointed in myself for committing.After discovering this error I took a few minutes to think back on the events that may have caused it. Potential distractions or other things that happened causing an omission of this scale. Everything was very standard. The only explanation is that we both overlooked the flap setting on the MCDU and fell victim of routine. Taking off on 19 with a flaps 2 setting seemed very normal. If it had been Runway 15; a flaps 2 takeoff would have been a major factor in my mind. But because it wasn't; the flap setting didn't set off a red alarm in my mind. Looking back and considering our weight and distance to destination; it makes sense why this takeoff should have been a flaps 4. This is a critical error that I will never allow to happen again.When I look back on this event; I should have checked the numbers and verified and I should have checked for the flaps 4 setting in the MCDU. I also should have considered our weight and takeoff distance requirement. I also should have considered our low takeoff speeds. There were many factors to this; each one has allowed me to learn something and has taught me very important considerations to think about.




Synopsis: E175 First Officer reported incorrect flap setting on takeoff; resulting in reduced initial climb performance.
Date: 201907
Local time of day: 1201-1800
Location: FWN.Airport, NJ
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZNY
ATC / advisory: UNICOM FWN
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Confusion; Situational Awareness; Distraction
Anomaly: Conflict Airborne Conflict; Inflight Event / Encounter Bird / Animal
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Chart Or Publication
Primary problem: Airport

Narrative: Flying home to ZZZ near FWN airport. At 3;500 feet noticed a single parachute off my right wing about a 500 feet below me. No warning that FWN was conducting parachute activity; no TFR or special marking surrounding the airport. Was squawking 1200 about XX miles from ZZZ and I got a call from [TRACON]. Asking me where I was intending to land. Nothing further. Later given a squawk and landed; no further contact with ATC.




Synopsis: A VFR pilot reported observing a parachutist near and below him.
Date: 202006
Local time of day: 0001-0600
Location: ZZZ.Airport, US
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: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Human factors: Distraction; Training / Qualification; Confusion
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors; Company Policy
Primary problem: Human Factors

Narrative: I failed to put the red strap in place after disarming R1. I was A for the first time in over 15 years; I was a bit nervous. I was concerned with donning a face mask prior to L1 being opened.Maybe a policy regarding when to put mask on as the A. Taking it on and off for the phone and PAs is an added task.




Synopsis: Lead Flight Attendant reported the red tag was not put in place after disarming the door.
Date: 202109
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: IMC
Weather elements / visibility: Rain
Light: Daylight
Aircraft: Bonanza 36
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach; Initial Climb
Airspace: Class G ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Corporate
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Commercial; Flight Crew Instrument
Human factors: Confusion; Situational Awareness; Workload; Human-Machine Interface
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action
Contributing factors: Procedure; Weather; Human Factors
Primary problem: Human Factors

Narrative: Flying the approach to Runway XX; from the South; I only saw a small glimpse of the runway but took note that the North end of the runway seemed to have a bit higher ceiling as I executed the missed approach. I informed the controller that I would like to shoot the approach to Runway XY. The winds were light and out of the South anyway. I did the procedure turn proceeded inbound and was given alternate miss instructions. I was told to turn heading 090 and climb to 3;000 feet. As I approached minimums I was dividing attention; trying to see the field and drifted left of course. I decided to go missed. I turned to 090 and began climbing when I spotted a cell phone tower through the clouds and made an evasive turn to avoid it. We decided with the weather being so low; we would return home and come another day. I spent the rest of the day debriefing what went wrong to cause such a close call. I determined that I had failed to proceed all the way to the missed approach point before executing the turn. Another factor was that my thinking that the clouds were higher to the North; yet the NOTAMs had raised the minimums to 1;555 feet which contributed to still not being visual with the runway environment when on the approach to XY. I was mentally prepared to fly the published miss well before the flight even began but hadn't anticipated being given alternate miss instruction at this field and was perhaps experiencing a little too much work load as single pilot in IMC which caused me to forget to proceed all the way to the MAP before turning.




Synopsis: Pilot reported drifting left of course on approach and elected to fly a missed approach. Pilot further reported spotting a cell tower protruding thru the clouds and maneuvered to avoid it.
Date: 201512
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: Cessna 310/T310C
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Landing
Airspace: Class D ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private; Flight Crew Multiengine
Human factors: Distraction; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: I took off on an IFR plan. My initial clearance was to climb to 2;000 feet. As I was climbing and raised the gear; I heard a loud thump. The tower advised that my nose gear did not retract and appeared to be dangling.As I was distracted talking to the tower about how I wanted to proceed; I climbed to about 2;500 feet. I was switched to Approach and they asked what my altitude clearance was. I then discovered that I had climbed 500 feet too high and descended to the proper altitude before being turned toward my destination and cleared for further climb.Not knowing what the situation was with my nose gear; and whether I would be able to lower and lock it either with the electric motor or manually; I needed to decide quickly whether to return or proceed to my destination. I determined that the plane was handling properly; whatever the issue with the gear; and decided that the best course was to continue my flight to destination; on the theory that if I was not going to be able to lower the nose gear properly; being in that position in [my destination airport] would be better than having the issue in [my departure airport].I flew to my destination without incident; except; as I now know; that a part of the nose gear linkage had broken. I was not able to lower and lock the nose gear electrically or manually; and eventually had to land with it still dangling; resulting in a collapse of the nose gear.




Synopsis: C-310 pilot experienced a loud thump when the gear was raised after takeoff and the Tower informed that the nosed gear did not retract and appears to be dangling. The reporter decided to continue to his destination where the nose gear collapses on touch down.
Date: 201809
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Approach; Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Fatigue; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was very tired from the scheduled red-eye and maintenance delay. ATC gave me what I thought was a late runway change. I thought I changed the transition in the FMC; but realized I had not when ATC asked where I was headed after I missed the turn at ZZZZZ on the RNAV arrival into ZZZ. I had initially been given [Runway] XXC. ATC gave us headings from that point on and vectored us on to ILS XXR.




Synopsis: B757 Captain reported missing ATC instructions due to fatigue.
Date: 202001
Location: ZZZZ.Airport, FO
Aircraft: B777-200
Operator: Air Carrier
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Security; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Other Person; Person Flight Attendant; Person Ground Personnel
When detected: Pre-flight; Routine Inspection
Result: General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While boarding; we collected dozens of knives. Many of the weapons were not properly secured and some side arms had the magazines inserted. Several electronics in the cargo hold had lithium batteries that were undeclared.  All of the cargo bags were downloaded and searched by TSA where they found kerosene and propane tanks. No one was properly screened. Download everyone to get properly screened.




Synopsis: Flight Attendant reported multiple weapons and Hazmat transport violations noted during boarding due to passengers not being properly screened at a foreign airport.
Date: 201810
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Reporter organization: Air Carrier
Reporter function: Other / Unknown
Human factors: Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Pre-flight
Result: General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: While working flight we received a dry cell wheel chair with a Dangerous Good tag. Only pink copy was attached. I filled out the form and handed to my supervisor. We loaded the scooter in pit 1. We also loaded 5 pounds of [animals] (Q) which was planned in pit 4. I noticed it was mice and proceeded to load the Q where load planning instructed me to load it. As I locked out the flight I noticed that there was no dangerous goods form and no live animal form; and that the [load plan] did not reflect this cargo code. After we pushed the aircraft I thought something was not right. So I called the [baggage control] and he had no idea about the wheelchair [scooter] or the Q; and told me to call Load Planning. So I called Load Planning to let them know. By now the flight took off and Load Planning had to open the [load plan] again. The plane was loaded to their expectation.




Synopsis: Air carrier ground personnel reported HAZMAT shipment missing required documentation for transport after aircraft departure.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Other ALL
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Fatigue; Situational Awareness
Anomaly: Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: Flight plan: XA:12. Actual block: XA:40. No break for two pilot crew during return from [overseas] where quality/length of sleep period is always poor at best with a 25 hour layover. Same flight last week scheduled XX:59; blocked [20 minutes later] with low fuel due to unexpected headwinds. Peak decision making is required approaching ZZZ; especially if weather is present. Peak decision making not available with two man crew after 8 hours of flying and a 25 hour [overseas] layover.




Synopsis: B757 Captain reported fatigue on international trip.
Date: 201303
Local time of day: 1201-1800
Location: ZBW.ARTCC, NH
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
ATC / advisory: Center ZBW
Reporter organization: Government
Reporter function: Enroute
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Situational Awareness; Confusion
Anomaly: ATC Issue All Types
Detector: Person Air Traffic Control
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was working the R-side at Sector XX and XY combined. I had military MOAs; ATCAAs; and refueling active but all military aircraft were off frequency. I was working about 7 other aircraft. One of the aircraft was landing Buffalo so I needed to descend that aircraft but had traffic in the way. I vectored the landing aircraft away from traffic and descended it to an altitude that was wrong for direction. Also had to point this aircraft out to 2 other sectors. At this time the CIC informed me that Sector XY was to be split out. I advised the CIC that this was a bad idea at the moment since I had a situation I needed to clear up. I was told that it didn't matter; the Area Manager had called down and ordered it to be split. I did as I was told and took my attention away from running the sector so I could handoff aircraft and give a briefing to Sector XY. This included the aircraft that I was vectoring. I also reset my altitude limits; sector map; filter buttons; dropped data blocks and other things associated with splitting a sector. As it turns out; none of the aircraft were on the right frequency; so more time was spent coordinating back and forth and changing frequencies; including the aircraft I had vectored; which at this point I had dropped off my scope; was on a vector in another sectors airspace; and wrong altitude for direction. Confusion mounted; and I lost the picture in my own sector. Luckily no errors occurred; but I feel that this was a prime opportunity for anything to happen. We have area managers making operational decisions effecting traffic and controllers in the area. This is dangerous. They are non-operational personnel and should not be making operational decisions. They are completely unfamiliar with the traffic flow and situations unique to any particular area or sector. Also; at the time this happened; we had two supervisors for my area in the building but still had a CIC in place. This is common practice in my area. The supervisors on my side of the schedule spend little time actually working the Supervisor Desk. Traffic was not heavy at the time and would have been perfectly fine; even boring; had I just been left alone and allowed to work the traffic without interference from the front desk.




Synopsis: ZBW Controller described an Area Manager directed 'sector split' event noting when non-operational area managers make decisions without on the spot operational knowledge; safety can be compromised.
Date: 201508
Local time of day: 1801-2400
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Cessna 152
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
Second aircraft: Eclipse 500
Reporter organization: FBO
Reporter function: Pilot Not Flying; Instructor
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Conducted traffic pattern operations with a student in preparation for a checkride; conducting touch and goes performing forward slips to landings. On left downwind leg preparing for the fifth and last landing the student is seeing an airplane landing. We did not hear any communication from this airplane; and proceeded with our landing pattern. In turning base the airplane has landed long and [I] am expecting the airplane to be clear by the time we arrive to final. We make our final call and realize the airplane is back taxiing for the Delta exit about half way down the runway. Our runway is 8;800 feet long and in that we are doing forward slip practice I am continuing the approach and landing. We landed in the beginning of the runway and [were] back taxiing for Taxiway Charlie exit in the beginning of the landing Runway 17. The airplane is an Eclipse Jet; and we never heard him or any communications from this airplane. On the post flight briefing I advised my student that any time there is an airplane on the runway; to not land and conduct the go-around procedure. On the next flight the following day we verified that our radio is working properly where we can transmit and receive.As we are leaving the airplane parking area a passenger from the jet is asking what happened; and I told him I do not know as we were transmitting and they could hear us; however; we never heard them. My immediate opinion is that the Eclipse's transmitter was not selected to our CTAF.In retrospect; this incident should have been used as a teachable moment to the student; and I should have performed a go-around. However; I did call the student later this evening and emphasized this.




Synopsis: C152 instructor pilot reported his student landed at a non-tower airport when the runway was occupied by a small jet that was back taxiing. Reporter stated they never heard any communications from the small jet.