elihoole/asrs-aviation-reports huggingface dataset:
Date: 201408
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: During the initial beverage service I went back to the aft galley to get more water.  When I got to the galley I saw smoke coming from the ovens.  I proceeded to turn off all 3 ovens and opened them to investigate.  I called up front to one of the flight attendants to tell them that I saw smoke and that I was going to investigate.  I told them to let the Purser and the pilots know what was going on.  This is when I grabbed [another Flight Attendant] to help me with the communication and to assist.  It is at this time that I pulled the oven racks out of the left hand oven after seeing flames coming from the top of the oven.  I asked for the PBE and a Halon extinguisher.  I used the PBE and 2 Halon extinguishers and put the fire out.  After taking the PBE off it was so smoky in the cabin I had to get a bottle of oxygen and administer oxygen to myself in order to breathe.  The cabin was also very full of the Halon gas.  My eyes stung and I could not keep them open nor could I breathe.  We landed in ZZZZ and later deplaned.




Synopsis: Flight Attendant reports discovering smoke coming from an oven in the aft galley. The smoking oven is opened and sprayed with two Halon fire extinguishers while using a PBE. A great deal of smoke is generated and the flight diverts to the nearest suitable airport.
Date: 201909
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Turbulence
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Anomaly: Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew; Person Flight Attendant
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: We received a descent from FL300 to FL240 with an expect light to moderate turbulence. I called the cabin. [Flight Attendant A] answered. I told him we have reports of light to moderate turbulence and you should take a seat. He said they will prepare the cabin. I made a PA to the passengers. I said ATC is reporting a bumpy ride. If you are up return to your seat and fasten your seat belt. About 10 minutes later I get a call from [Flight Attendant A]. He said two flight attendants were hurt. [Flight Attendant B] had hurt her neck bouncing off the lavatory door and the other [Flight Attendant C] fell on her knee. About a minute later; he called to say the Flight Attendant with the injured neck wanted us to have a physician meet the airplane; but not to call for one in flight. I called Ramp and had them arrange for paramedics. At the gate; I called the cabin to see if they wanted me to make a PA for passengers to stay seated to allow for paramedics to enter the airplane. The Flight Attendant said no it was better if the passengers leave. After checklists; I asked [Flight Attendant A] how were the injured Flight Attendants doing. He said he thought they might be ok. With the paramedics on the jet bridge; I left for my next flight.




Synopsis: B737-800 Captain reported two flight attendants were injured due to turbulence.
Date: 201904
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Learjet 40
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Conflict Ground Conflict; Critical; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: ZZZ was operating General Aviation traffic on Runway XX (the shorter runway). We opted to takeoff on Runway YY [intersecting runway] because it was longer and worked better for our performance calculations. After receiving takeoff clearance on Runway YY; to runway heading; we performed a static takeoff. Upon takeoff roll; after the 80 knot callout; Tower informed us that an aircraft was crossing the runway after disobeying instructions. Crew assessed the situation and determined that continuing a normal takeoff maneuver was the safest option. The aircraft which disobeyed ATC instructions crossed Runway YY on Taxiway Z heading towards Runway XX. The crew determined that a highspeed abort maneuver on a short runway could have caused a more critical situation and therefore decided that climbing above the traffic was the best course of action. The crossing aircraft was clear of the runway before v1 speed was achieved and a normal takeoff maneuver and climb out was executed thereafter.


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


Synopsis: Learjet 40 flight crew reported near miss during takeoff as another aircraft crossed the runway in front of them.
Date: 202103
Local time of day: 0001-0600
Location: BWI.Airport, MD
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B BWI
ATC / advisory: TRACON PCT
Second aircraft: Small Aircraft
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Less Severe; Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: TA/RA on arrival. Flying the RAVEN6 arrival into BWI; we were level at 5;000 feet when a small aircraft flew beneath us. The aircraft showed to be 400 feet beneath us; and at that time the TCAS RA did not want us to maneuver.  Once we passed the traffic; we notified ATC and landed.




Synopsis: Air carrier Captain reported an NMAC during approach to BWI airport.
Date: 201911
Local time of day: 1801-2400
Location: RFD.TRACON, IL
Light: Night
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class D RFD
ATC / advisory: TRACON RFD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Human factors: Confusion; Training / Qualification; Human-Machine Interface; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Chart Or Publication; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were departing. After takeoff at 400 ft. we executed direct to a fix and selected LNAV. At 1;000 ft.; we set flaps up maneuver speed and climb thrust. At this time the First Officer stated Autopilot B on. We were given 3;000 ft. as our clearance altitude. I was busy swapping over to Departure and not looking up. As we were climbing through 2;100 ft.; I heard bank angle. I looked up and noticed a 40-degree bank and Autopilot B not engaged. I quickly took the airplane and noticed we were on a roughly 220 heading instead of roughly 150 heading to the fix. Departure gave us a climb and asked if we were direct to the fix. We quickly recovered and loaded direct without further incident. This event was caused by over saturation and lack of system knowledge. We can learn to have better FMA awareness. As Pilot Monitoring; I should keep my head up more; and monitor what the Pilot Flying is doing.




Synopsis: B737 Captain reported that an autopilot failed to properly engage and resulted in a course deviation.
Date: 201504
Local time of day: 0001-0600
Location: KOA.Airport, HI
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Dispatch; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General Flight Cancelled / Delayed
Contributing factors: Company Policy; Equipment / Tooling; Aircraft
Primary problem: Equipment / Tooling

Narrative: MEL was added in KOA after flight was already released.  Upon pulling new flight plan to add MEL and reflect that continuous APU burn statement and applicable fuel were reflected; the new flight plan showed the words 'APU continuous ops flight plan' yet did not show the required additional fuel burn.  Several minutes went by with many people looking into what the problem was and finally Mr. X was called and he had to take action from his house; which is all too common.  It was earlier suggested that a reference flight plan be pulled using a different tail number with same MEL and in that reference flight plan we saw the correct added fuel (411 lbs).  I suggested pulling yet another reference flight plan with a different tail number to compare.  The additional fuel was also 411 lbs.  I added 1000 lbs delay fuel with concurrence of the captain to know that we should have sufficient fuel.  It was then decided that because Mr. X was heading home to access his own computer to 'fix' today's problem that it was best to wait until the fix before letting the aircraft blast off.  The flight was already showing an -out- time as my message telling them to hold didn't reach the crew in time according to them. (I also called KOA ops to have them hold the flight).  Once the problem was fixed I was able to pull the correct flight plan with proper verbiage and fuel burn (421 lbs); have the agents deliver paperwork to the crew and be on our way.




Synopsis: An air carrier Dispatcher laments a buggy flight plan program that his company uses that can only be repaired by one individual.
Date: 201601
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Leading Edge Flap
Component problem: Malfunctioning
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
Detector: Person Flight Crew
When detected: Other takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At approximately 90 knots during takeoff; a takeoff configuration warning occurred in conjunction with a leading edge transit light. I felt the airplane was in an unsafe condition and rejected the takeoff. Followed all QRH rejected takeoff procedures.The FO and I determined from the brake cooling chart and Airport Rescue and Fire Fighting (ARFF) incident commander report that the airplane was in a safe condition. Taxied off the runway to a gate.


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


Synopsis: B737-800 flight crew reported rejecting the takeoff when they received a LE FLAPS TRNSIT warning at approximately 90 KTS.
Date: 202008
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Time Pressure; Distraction; Communication Breakdown
Second reporter function: Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: [I was] advised by C Flight Attendant to do a report. Commuting Flight Attendant told her that cabin was not secure for pushback. I know we had an issue with 2 little kids in the back not wanting to wear the face masks; but it was addressed and in compliance before taking off.


Second narrative: As I was cleaning the cabin during deplaning in ZZZ; a commuting Flight Attendant (FA) in the aft cabin asked me a question. His words were muffled by his face mask; but I thought he was just making conversation and asking if we had an aircraft swap in ZZZ. I shook my head no and continued my duties. After conferring with the other FAs; I realized he was probably asking me if I was going to submit a report since he told them the cabin was not secure at pushback.I was at the over wing exit in position for the emergency demonstration at pushback and could not see the aft cabin except something that may have happened in the aisle or above seat level at that time. I saw nothing amiss and; I do know what he was referring to as insecure.During the oxygen mask demo portion of the briefing; I did have a COVID face mask challenge with a family with two young boys sitting in the back of the aircraft.


Synopsis: Flight Attendant crew reported parents with small children were having problems with the children complying with the face mask policy.
Date: 201207
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Training
Flight phase: Final Approach
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Reciprocating Engine Assembly
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Instructor
Reporter qualification: Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: While on the VOR approach for 35L; noticed the engine started vibrating and loss of power. Went through the checklist and that didn't fix the issue. Declared an emergency and came in for 35R and landed without incident. Later found out from Maintenance that the exhaust valve became blocked.




Synopsis: C172 pilot experiences a rough running engine during a VOR approach and continues to a safe landing.
Date: 202009
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Aircraft: Skylane 182/RG Turbo Skylane/RG
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Descent
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Situational Awareness; Distraction; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: We were on a VFR descent into the airport. Approach gave us a handoff to tower. As I was making contact with Tower a white Cessna passed underneath us by 200 to 300 feet. The traffic did not show up on the Garmin 430 and no warning was given by ATC. I suspect that the traffic did not have an operable transponder. They did not seem to notice our aircraft.




Synopsis: C182 pilot reported a NMAC with an aircraft that did not appear on their TCAS.
Date: 201303
Local time of day: 1201-1800
Location: N90.TRACON, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON N90
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors; Procedure; Airspace Structure
Primary problem: Ambiguous

Narrative: We were level at 7;000 feet while being vectored by EWR Approach. An aircraft appeared on our TCAS screen at our twelve o'clock position and approximately five miles. No altitude information was available on this target. We closed rapidly with the target and received an aural 'traffic' callout from our TCAS system. Both the First Officer and I were scanning visually for the traffic. We were not sure if something was actually there as the Controller had not alerted us to the presence of any close traffic and we sometimes get phantom contacts that appear in this manner on our TCAS system.As we merged with the target I suddenly spotted an aircraft at our twelve o'clock and slightly above us. I recognized it as a glider and we were approaching it from its six o'clock. As our closure rate was so fast there was no time to react and we passed directly under it with a vertical separation I estimate to be 200-300 feet. I immediately reported the presence of the glider to the Controller who informed me the glider had no Mode C and asked me what I estimated his altitude to be.




Synopsis: CRJ-700 Captain reported an NMAC with a non-mode C glider during arrival to EWR.
Date: 201406
Local time of day: 1201-1800
Location: LAX.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Descent
Airspace: Class E SCT
ATC / advisory: TRACON SCT
Second aircraft: B777 Undifferentiated or Other Model
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Human factors: Distraction
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance
Contributing factors: Procedure; Environment - Non Weather Related; Human Factors
Primary problem: Ambiguous

Narrative: Descending into LAX via the SEAVU2 arrival and cleared for the visual to [Runway] 25L around PAUMA ATC asked us to cross KONZL at 16;000 FT. In a VNAV speed and following a 777 we were experiencing quite a bit of wake turbulence. Made the restriction at KONZL for traffic but were briefly below the path at ENGLI. Back in VNAV path the rest of the descent and landing. No comment from ATC. Just got busy and a little distracted with the wake turbulence and looking for crossing traffic.


Second narrative: Turbulence from Heavy 777 ahead [was] now bouncing us around and pilot flying [was] struggling to get aircraft back on profile; altitude; and slightly above wake turbulence. Aircraft was below path significantly and went below crossing restrictions at ENGLI and PECOX. Pilot not flying made verbal alerts that we were below the published descent path. Pilot flying got aircraft back onto proper path (slightly above to avoid wake turbulence) and continued to a normal visual approach to [Runway] 25L. ATC made no mention of deviation. I did mention to ATC during visual approach that we were being affected by preceding aircraft significant wake turbulence. Better spacing is needed for VNAV descents to high density airports such as lax and VFR aircraft must be kept well away from approach corridors. We could have told ATC we were unable to comply due to late changes and in speed and altitude and wake turbulence made the situation worse. Flying pilot did get 'behind' aircraft and was slow to correct. Eventually caught up to aircraft and proceeded normally.


Synopsis: B737-800 flight crew reported difficulty adhering to charted altitudes on arrival into LAX when wake turbulence from preceding B777 distracted them.
Date: 202010
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Hazardous Material Violation
Detector: Person Flight Crew; Person Dispatch
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While at the gate pre flighting; I was informed that we were carrying an aircraft battery to ZZZ1 and was given two copies of the Notice to Captain (NOTAC) to sign. At that point; I had already reviewed our Release and signed it. I gave the Operations Agent a copy of the NOTAC and kept one myself. While at cruise altitude; I received an ACARS message from Dispatch informing me that the HAZMAT was not annotated in the remarks section of the Release in accordance with Bulletin. The Dispatcher and I made a pen and ink change to the Release and the Dispatcher informed he would report the event.




Synopsis: Captain reported in flight notification of Release document missing required Hazmat information.