elihoole/asrs-aviation-reports huggingface dataset:
Date: 201506
Local time of day: 0601-1200
Location: ASH.Airport, NH
Flight conditions: VMC
Light: Daylight
Aircraft: RV-7
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
ATC / advisory: Tower ASH
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was cleared to taxi to active runway. While taxiing I looked at my checklist and went beyond the hold short line. When I looked up I saw what I had done and stopped short of the runway.




Synopsis: RV-7 pilot reports being distracted by a checklist during taxi to the active runway and crosses the hold line without clearance.
Date: 202003
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
ATC / advisory: Tower ZZZ
Second aircraft: Fighter
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness; Time Pressure
Anomaly: Conflict NMAC
Detector: Automation Aircraft RA; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Airspace Structure; Procedure
Primary problem: Ambiguous

Narrative: 'Monitor Vertical Speed' TCAS RA on vectors for visual approach into ZZZ. At 10;000 ft; we passed over a flight of 2 military jets 500ft below us. TCAS RA; followed by visual sighting of traffic. Complied with RA; advised ATC. Vector aircraft more widely around military traffic.




Synopsis: Captain reported an RA with visual sighting of traffic while on vectors for a visual approach.
Date: 201811
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Light: Dusk
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B PDX
ATC / advisory: TRACON P80
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Human factors: Physiological - Other; Situational Awareness
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: General Physical Injury / Incapacitation
Contributing factors: Weather
Primary problem: Weather

Narrative: On our descent out of about 16;000 feet; we encountered moderate turbulence. We were not given any adverse ride reports by ATC and there was no evidence of turbulence on the arrival. Once we encountered the turbulence; I made a PA asking the flight attendants to take their seats. I immediately followed up my PA with a service interphone call to make sure everyone was OK. We queried ATC about the rides and were told that we were the first to complain. My B Flight Attendant informed me that she and my C Flight Attendant; who were in the back of the cabin; were injured and would need to be pulled from our trip upon arrival.I informed Station Operation that I had two injured Flight Attendant due to turbulence and that both would need to be pulled off the trip. At the time I didn't know the extent of their injuries; but had my First Officer request paramedics upon arrival at the gate. Both flight attendants were assessed by paramedics and it was determined that both needed to be taken to the hospital. After making sure both flight attendants were being taken care of; I contacted Scheduling; my Chief Pilot; and Dispatch. I also made sure my A Flight Attendant was ok to continue. We were given two new flight attendants and continued our trip.




Synopsis: B737-700 Captain reported two flight attendants were injured when the flight encountered unexpected moderate turbulence.
Date: 201703
Local time of day: 1801-2400
Location: SCT.TRACON, CA
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON SCT
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Fatigue; Situational Awareness
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: First officer was hand flying and trying to slow the aircraft on a visual approach after being kept fast on arrival by ATC. Aircraft was at flaps 2; gear down and speed brakes out. First Officer went to retract speed brakes and mistakenly grabbed the flap handle bringing the flaps back up to 0. First thing I noticed as pilot monitoring was the aircraft speeding up and the VLS (lowest selectable speed) (hook) raising rapidly. That's when I said 'your speed brakes are still out' and brought the handle up. At that time he realized the mistake and said 'I brought the flaps up by mistake.' When I looked over the flap indicator appeared to be at 0; we got a quick 'over speed' annunciation and I believe the airspeed was accelerating from 180 to approximately 210 (just at the bottom of the barber pole). Aircraft was reconfigured and remaining approach/landing was normal.It's an unusual occurrence; but it can happen. We both were tired as this was a 2 day trip and after waking up on the east coast and now landing on the west coast it was [late] for us. Although we are all comfortable where things are in the cockpit; a visual look before moving a handle or switch is a good idea.




Synopsis: A321 Captain reported the flying First Officer mistakenly retracted the flaps instead of the speedbrakes on approach. Fatigue was cited as a factor.
Date: 201909
Local time of day: 1801-2400
Location: S46.TRACON, WA
Aircraft: Medium Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B S46
ATC / advisory: TRACON S46
Second aircraft: Small Aircraft
Reporter organization: Government
Reporter function: Approach; Departure
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Procedure; Human Factors; Airspace Structure; Company Policy
Primary problem: Airspace Structure

Narrative: Aircraft X was executing a go around due to a possible bird strike on the preceding arrival. I turned Aircraft X back into a downwind; and manually coordinated with final that he was level at 3000 feet due to Aircraft Y crossing the airport westbound at 4000 feet. Finals would need to climb Aircraft X when he was clear of traffic to ensure separation with the BFI final at 2200 feet. I called the traffic to Aircraft X and turned him northbound into the downwind. I coordinated a point out off of the landline to the BFI arrival controller on Aircraft X. At the same time I was doing the manual point out; I saw Aircraft Y appeared to be in a descent. I turned Aircraft X to a 250 heading; asked him to expedite; and displayed his data block on the satellite controller's scope. I called satellite and asked them to turn their traffic northbound.The complexity around SEATAC and Boeing creates a number of problems. Aircraft Y had been displayed but not pointed out to the Arrival D controller. It is not clear if they had been pointed out to finals; and satellite had assumed the aircraft had been pointed out; giving him control for descent. I don't have a specific airspace recommendation. The satellite controller had told me later he thought Aircraft X was a departure; not a go around; and would be climbing above his traffic.




Synopsis: S46 TRACON Controller reported a loss of separation due to confusing coordination and complex airspace between adjacent airports.
Date: 201508
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: APU
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Physiological - Other; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Attendant; Person Passenger
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Company Policy; Aircraft; Human Factors; Procedure
Primary problem: Aircraft

Narrative: Upon boarding; once APU was turned on; bad odors started coming from the whole ventilation system throughout the aircraft. Strong musty; wet socks smell kept coming; as passengers smelled it they all started to complain as well. All crewmembers felt nauseous; and notified the captain of this issue. Captain claimed it was just the filters that needed to be replaced. As it could have been burned hydraulic liquid without him being aware of this. Maintenance was not even called to inspect the aircraft due to pressure of on time performance.Inspection should be mandatory after any incidents [like this one.] Concerned crewmembers should not just be ignored. The company should care; and provide proper maintenance. Not wait for an incident to do something about it.




Synopsis: After APU start during preflight; the flight attendants and passengers detected a strong musky; wet sock odor making them nauseous. The Captain attributed the odor to dirty air filters and so ignored them. Historically; APU oil reservoir over service has been a known cause.
Date: 201710
Local time of day: 1801-2400
Location: DAB.Airport, FL
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Retractable Gear
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class C DAB
ATC / advisory: Tower DAB
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Communication Breakdown; Confusion; Human-Machine Interface; Situational Awareness
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: The Local Controller (LC) 2 noticed aircraft X squawking 1200 entering the Class Charlie and tagged the aircraft up with watch to keep all controllers aware of him. I was getting a brief in Clearance Delivery when I noticed it looked like he was joining a 4 mile final. I saw [another aircraft] on about 7 mile final so I immediately called down to the north controller and heard he was already breaking [that aircraft] out. The LC2 and LC1 controllers both keyed up to see if he was on frequency there was no response so I got on Guard to try to get a hold of the aircraft too. I pulled up the shade and gave the aircraft a green light. I don't think he could see it. The lights we have are horrible you can barely see them in the night let alone on a very bright sunny Florida day. I believed he realized he was at the wrong airport and went around right at the approach end and started heading towards the beach. I called OMN Tower to see if they were missing a plane they said no; but Flagler Tower was looking for an aircraft. I told the supervisor and they told them downstairs and it was Aircraft X. They said he landed at FIN turned off the runway and ran out of gas.I have said that the light gun is not good enough to see during the day. You can barely see it at night. I could've prevented what might have ended up a crash because the pilot was confused and probably scared.




Synopsis: A Tower Controller reported they observed an unidentified aircraft not in communication joined short final to their airport than broke off their approach and departed the airspace.
Date: 201202
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Communication Breakdown; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Dispatch
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: About 30 minutes prior to departure I received a call from Station Operations saying that the crew had requested fuel greater than that planned on the Dispatch Release. I responded that the crew needed to talk to me as the Dispatcher before the fuel should be added. He responded that the crew had already had the extra fuel put on board. At this point the crew had not contacted me at all. About 10 minutes prior to scheduled departure; I asked the crew via ACARS if they had taken more fuel. They responded that they had asked for 6;400 LBS. The flight was released by another Dispatcher who had planned for 5;600 LBS. I amended the release and sent the amendment via ACARS along with a reminder that this is supposed to be a joint operational decision and that the Dispatcher is to be involved. I did not hear anything more from the crew until about 30 minutes later when the Captain called me on the phone. He apologized for not contacting me prior and said he was trying to keep things running on time and that he didn't have time to call. He expressed his concern over the fact that release had zero hold fuel (there was about 1;000 LBS of extra fuel specified) and there were ATC delays at the destination. We also had a brief discussion about the company fuel policy. I expressed my concern that the release needs to be properly amended reflecting the new fuel load. The flight operated without incident. I cannot think of a valid reason why the Dispatcher should be left out an operational decision. For one; the FARs mandates that we be involved. Being in a hurry is also not a valid reason. FARs and company procedures should never be disregarded or rushed to keep a flight on time. I am not sure the release would have been properly amended had Operations not called me and had I not queried the crew about the addition of fuel.My second concern is with the fuel policy itself. The fuel policy allows the sum of hold and extra to be a maximum of 1;000 LBS for 'no-tanker; no-alternate' flights (as was this flight). I regularly see flights released with zero hold fuel and about 1;000 LBS extra fuel.




Synopsis: Dispatcher reported that a flight crew took on extra fuel without coordinating with the Dispatcher; but contact was made with the crew prior to departure and an amended Flight Release was completed. Dispatcher also questioned company policy that does not allow for additional holding fuel over the 1;000 LBS maximum.
Date: 202105
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Light: Daylight
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: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Distraction
Second reporter function: Flight Attendant In Charge; Flight Attendant (On Duty)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; General Flight Cancelled / Delayed
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: We were holding short of XXL on Sierra and another aircraft; was holding (arriving earlier).  Somewhat unexpectedly; we were cleared for takeoff.  I pushed the Attend button; and slowly crept toward the runway to keep the operational flow going.  After a long delay; and now approaching the runway; I pushed the Attend button again; with no immediate response.  I continued onto the runway. A FA then called us to state they were enforcing a passenger failure to wear a mask issue (this was also an issue during boarding). I directed the FO to ask Tower for a 30 second delay on runway; which was granted. The FA then communicated to me (the exact words I do not recall); that the situation was corrected.  I was fully under the impression that they were ready for departure.  We then executed the takeoff; but as it turns out; a forward FA was still standing in the isle of the cabin and had to take a seat in the aft galley. Once at level-off; we discussed the situation. This was certainly a miscommunication. In addition; they had yet to provide (me) the 'Cleared for Departure' PA.


Second narrative: As the A FA; I was conducting my final walkthrough. I was at the last row of seats. A child that was seated in the last row with her sister and mother was not wearing her mask. The mask was in the mothers bag. This issue had been addressed earlier upon boarding. The CA dinged us for departure.  I called the CA from the AFT galley to let him know the same family was not in mask compliance. I asked if I could call him back and he replied with we are on the runway. Finally got the child in compliance so I asked the D FA to call the CA to let him know the mask was on. 2 rows in front of the mask compliance issue was an elderly lady whom refused to stow her large bag on the floor nor in an overhead bin. I had a bin open to try and coax her into letting me stow the bag for her when we took off so I took the nearest jumpseat for takeoff.


Synopsis: Air carrier Captain and a Flight Attendant reported a Flight Attendant was still standing during takeoff roll due having to deal with a passenger not complying with face mask policy.
Date: 201604
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B DEN
ATC / advisory: Tower DEN
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Flight started normally. All checklists were run with normal responses and aircraft configuration. We [were] cleared for takeoff with a flaps one setting. After airborne; the FO called for gear up. With less than 200 feet AGL; the FO had to apply excessive nose down trim; we got the buffet alert and stall warning indication in the HUD.The takeoff horn never sounded. The FO applied max thrust; I saw the flap indicator was [indicating] zero. I dropped the flaps to position one and the aircraft accelerated and climbed normally after the gear was raised. The aircraft was never in a stall; just close to it. After considerable discussion; the only thing possible is if I had accidentally raised the flaps instead of the landing gear.




Synopsis: B737-700 Captain reported accidentally raising the flaps instead of the landing gear in initial climb; putting the aircraft in a near-stall condition.
Date: 201412
Location: HNL.Airport, HI
Flight conditions: VMC
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
ATC / advisory: Tower HNL
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Distraction; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other rolling out
Result: Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure
Primary problem: Procedure

Narrative: As the pilot monitoring; I told the approach controller twice and tower controller once that we were negative LAHSO [Land and Hold Short Operations]. Upon landing; the LAHSO lights were still illuminated. We had to roll through the lit lights to reach the taxi way. Both of us were very uncomfortable with this situation. The procedure; according to the tower controller; is to keep the lights illuminated and the controller ensures there is not conflicting traffic. This practice is conditioning pilots to disregard the lit LAHSO lights which are supposed to indicate a stop line to prevent an accident.




Synopsis: Pilot landing in HNL advises Approach and Tower that they are negative LAHSO [Land and Hold Short Operations]. While rolling out pilot observes LAHSO lights that are still illuminated on the crossing runway. Tower Controller advises pilot this is their procedure. Pilot reports this is conditioning pilots to disregard the lit LAHSO lights.
Date: 201409
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: Q400
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Parked
Aircraft component: Other Flight Crew Seat
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown
Second reporter function: Flight Attendant (On Duty)
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Detector: Person Flight Attendant
When detected: Other After the fact
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: When we arrived on the plane we proceeded with our preflight. When I reached the back of the plane I noticed the aft center jumpseat was secured by its harness. I was not familiar with the protocol that this meant the jumpseat was inop. I proceeded with my preflight since I did not notice the small inop sticker under the jumpseat. As a result of the aft center jumpseat being inop I should have been in the ACM jumpseat for this flight. I was not briefed by a captain on the aft center jumpseat being inop until [a later flight].


Second narrative: On this flight we had a flight attendant non-reving in the ACM jumpseat which should not have been in the ACM jumpseat since the aft center jumpseat was inop.


Synopsis: A flight attendant; unaware her normal jumpseat was deferred and not usable; used it for an initial flight and was only briefed as to its status prior to a subsequent departure.