elihoole/asrs-aviation-reports huggingface dataset:
Date: 202005
Local time of day: 0601-1200
Location: HNL.Tower, HI
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Landing
Airspace: Class B HNL
ATC / advisory: Tower HNL
Second aircraft: Small Aircraft; High Wing; 1 Eng; Fixed Gear
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Communication Breakdown
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Runway
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: We were vectored to the visual approach for Runway 8L. Per ATIS instructions; I had informed Honolulu Approach on initial contact that we would be unable to LAHSO. After being cleared for the approach; we were swapped to Honolulu Tower; and were given the instruction 'Cleared to land Runway 8L; hold short Runway 4L.' I informed the Tower Controller that we were unable to LAHSO; and that we had informed Approach Control of that fact. Aircraft Y; on the visual approach to  Runway 4R was then given the clearance to sidestep to Runway 4L and hold short Runway 8L (we later saw on the Jepp page that this left Aircraft Y; 3;700 feet to stop before our Runway). Touchdown on 8L was normal; about near the end of the touchdown zone due to gust additives. We had autobrakes 2 set per FDP data. As we were decelerating through approximately 80 knots; I took over control from the First Officer; and ATC suddenly gave us the clearance 'Aircraft X; hold short Runway 4L.' I told the First Officer 'Unable;' and transitioned to manual braking. The First Officer informed the Tower of this fact (I believe this transmission was blocked); and the Tower Controller told us 'Just stop right there' in an elevated tone. The First Officer responded 'We're doing our best; but we can't accept that LAHSO' and I stopped the aircraft via manual braking as quickly as possible at our landing weight of 304;600 lbs. We came to a stop just past Taxiway E; just prior to the Runway 4L LAHSO line. The Aircraft Y landing 4L appeared to be heavily braking; and just managed to stop before crossing onto Runway 8L. I would estimate the distance between the aircraft once stopped to be approximately 1;000 feet.




Synopsis: Pilot reported ATC instructing them to hold short of a runway due to a small aircraft landing on another runway.  Pilot advised ATC unable to LAHSO but did so.
Date: 201203
Local time of day: 1201-1800
Location: DEN.Airport, CO
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E ZDV
ATC / advisory: Center ZDV
Aircraft component: Altimeter
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Workload; Distraction; Confusion
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: We were given a descent to 13;000 FT. There were reports of moderate turbulence in the descent and the wind at the airport was gusting to 49 KTS. We were discussing the landing conditions and turbulence. We descended through 18;000 FT. The current altimeter setting at DEN was 29.64. The Captain set 29.64 in her window and I set 30.64 in my window. I called for the Descent Checklist. In the response of 'altimeter and bugs;' I glanced at the Captain's window and saw .64 and looked at mine and saw .64 and verified crosschecked. We were experiencing moderate turbulence in the descent. I was slowing the descent down as I approached 13;000 FT. When the Captain voiced; 'Aren't we supposed to be leveling at 13;000 FT; I immediately looked at her altimeter and then looked at the ATIS sheet and realized my altimeter was set incorrectly at 30.64 instead of 29.64. I stopped the descent and climbed back up to 13;000 FT. We had in fact reached 12;100 FT. The Captain said to ATC that we had gone below our assigned altitude and were climbing back up to the correct altitude.




Synopsis: A B737 First Officer erroneously set his altimeter at 30.64 while the Captain correctly set 29.64 and nearing 12;000 FT realized they have overshot the clearance altitude of 13;000 FT and corrected.
Date: 201305
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Light: Night
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Engine Fuel Filter
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After liftoff from ZZZ at 800 feet; EICAS WARNING: ENG FUEL FILTER (L). Completed 767 QRH procedure 70.6 ENG FUEL FILTER (L) In Accordance With the 70.6 QRH procedures; and after consideration of all factors; elected to land back at departure airport overweight.




Synopsis: A B767 EICAS alerted ENG FUEL FILTER (L) at 800 feet after takeoff so after completing the QRH the flight returned to the departure airport.
Date: 201505
Weather elements / visibility: Thunderstorm; Turbulence
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Reporter organization: Air Carrier
Reporter function: Dispatcher
Reporter qualification: Dispatch Dispatcher
Human factors: Situational Awareness; Time Pressure; Distraction; Confusion; Communication Breakdown; Troubleshooting; Workload
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Dispatch
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Work Refused
Contributing factors: Procedure; Weather
Primary problem: Weather

Narrative: Weather was scattered convection from IND east affecting arrivals into NY/DC metropolitan. The dispatcher I was relieving was said they've never experienced a desk like this; with the sheer number of reroutes affecting their flights and the number of aircraft in the air at one time needing attention. I have worked these desks in the past; but coming into a situation like today; is no easy task. I took the desk over; immediately had airborne reroutes; off gate reroutes; holding; requests to change alternate; ride report and cell top requests. Almost every flight destined for NY metropolitans had 1; if not 2 airborne reroutes. During all this; my first release was due shortly with several more to follow. There is no time to release flights when there is weather or the absurd number of ATC advisories published. We are currently on ATC advisory #193 for today. That's 193 separate ATC advisories that require your attention to see if they apply to your flights. I had 16 flights in the air when I took the desk over. I diverted within 90 minutes and reported to the MDO I would not be able to release my flights. They removed 3 flights from my desk and I was still struggling to properly flight follow and release.




Synopsis: A Dispatcher reported major weather disruptions in the New York and Washington DC areas caused his flights arriving into those areas to overload him making it impossible to release some of his flight.
Date: 201508
Local time of day: 0001-0600
Location: OAK.Airport, CA
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Situational Awareness
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Procedure

Narrative: After landing on Runway 30 late at night we were cleared to taxi W5 - W - U to the gate and instructed to remain on tower freq.  I read back the clearance and added our assigned gate for completeness.  On W; as we approached taxiway U; I saw the lights of another aircraft separate from the lights around the terminal area.  It was difficult to see from the angle; similar aircraft parked in the remote ramp (parallel to TXY U); and illumination of the ramp area versus the darkness of the U/W taxi area.  I abruptly alerted 'STOP!' which the Captain quickly acted on. We stopped short; and allowed the other aircraft to pass in front of us on their taxi to the runway.  There wasn't enough time to query the controller or the aircraft before they had passed.  No incursion occurred; and the aircraft passed safely.  Upon debriefing at the gate; we thought that the nature of this event warranted a report.I believe the cause to have been mainly attributed to the possibility of only one ATC controller multi-tasking.  The controller was working multiple frequencies and instructed us to remain on the tower frequency for taxi-in.  The other aircraft taxiing out may have been on the ground frequency - as we never heard a word from or about them.  Keeping us on a split frequency prevented us from hearing anyone else's taxi instructions or intentions. Another minor issue to the cause is using a taxiway as a bi-directional and giving two aircraft instructions to taxi on it.  In OAK; with limited ATC personnel; it may be a safer option to use taxiways as single-direction during certain times of the day to mitigate this.  Landing 30; make W-V-T the standard taxi-in; while T-U-W is the taxi-out.




Synopsis: B737-800 First Officer experiences a late night ground conflict during taxi to the gate via Taxiways W and U on Tower frequency. A departing aircraft had been cleared to taxi via U and W on ground frequency and the two aircraft met at the intersection with the inbound crew yielding.
Date: 201303
Local time of day: 1801-2400
Location: BFI.Airport, WA
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Descent; Initial Approach
Airspace: Class B SEA
ATC / advisory: TRACON S46
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Procedure

Narrative: We were flying the GLASR arrival into BFI. Around JAKSN Intersection we were vectored off the arrival on a 180 degree heading for Runway 31L; and given a descent to 6;000 FT. Later ATC cleared us to descend to 4;200 FT. It was daytime and the visibility was at least 20 miles. We could see a hill ahead of us and could tell we would clear it by 1;000 FT or so. I was expecting a turn before we would fly over the hill. Just in case we would not get a turn I double checked the altimeter setting and the HSI map; it showed yellow and red starting 10 miles off to the left but only a few areas of green ahead. When we were directly over the hill at 4;200 FT we received one 'TERRAIN TERRAIN - PULL UP'. We could see that we were clear of the terrain and did not do the CFIT maneuver. We cleared the hill and towers on top by 1;000 FT flying level. Our location was about 10 miles north northeast of the LACKR Intersection.




Synopsis: An Air Carrier being vectored to BFI Runway 31L was given a descent to 4;200 FT and received a TERRAIN TERRAIN - PULL UP warning 10 north northeast of LACKR Intersection but took no evasive action because the conditions were day; VMC.
Date: 201411
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
Aircraft component: Electronic Flt Bag (EFB)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon touchdown with a normal rate of descent; the RAM mount detached and fell towards the area directly in front of the outboard rudder pedal. This required the pilot flying (PF) to move his thigh to the outboard sidewall to trap the ram mount and prevent it from hitting the floor and potentially interfering with the controls. The Captain noticed the ram mount detach and as the PF began to verbalize passing control the Captain who took the aircraft at approximately 100kts.The ram mount was attached to the ELB on a C model aircraft. It's a glass surface if it doesn't work well on that by an average user it really shouldn't be in use. I have yet to talk to a single pilot that is satisfied with this mount that routinely detaches in light turbulence. In my opinion this device has introduced another threat to the cockpit that outweighs its benefits.




Synopsis: B777 First Officer reported the RAM mount fell on touchdown and posed a potential rudder pedal interference problem.
Date: 201606
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Aircraft component: Electrical Power
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Confusion; Communication Breakdown; Situational Awareness; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct; Inflight Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Manuals; Procedure
Primary problem: Human Factors

Narrative: I walked up on a passenger using a hot glue gun. She had it plugged into the seat outlet. She was using this hot; electrical item to glue on jewels to fabric. It caught me by surprise. I asked her to please be careful; and she snapped back; that she does this all the time; and why am I saying anything to her. I quickly tried to research this sort of occurrence in my manual; I could find nothing that pertained to this sort of incident. I called our A Flight Attendant (FA) and told her. She said she would approach the passenger to unplug the hot glue gun. Our Captain overheard our conversation and concurred. Get it unplugged now! Please educate me on this sort of electrical item. I felt it could have caught the fabric on fire? Burned seats; carpet; walls in the cabin. This is definitely a safety related issue.




Synopsis: A Flight Attendant saw a passenger hot gluing jewelry in flight and asked for the glue gun. The passenger refused; but after consulting with the Lead and Captain; ordered the passenger to surrender the hot item. The Flight Attendant was concerned about the lack of prohibited item guidance.
Date: 201606
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Electrical Power
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: Aircraft In Service At Gate
Result: Flight Crew Took Evasive Action; General Physical Injury / Incapacitation
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: While we were boarding passengers I had asked the Captain if I could use his iPad charger so I could charge my iPad. When I went to plug in the iPad charger which is approved; I felt a jolt or electrical shock go up my forearm. I immediately pulled my arm back and felt the muscles in my fore arm tense up and my fingers curled up and I couldn't move my hand or fingers initially. We called the Chief Pilot and notified him of the situation and it was decided I should call who I believe was Med Link; but I'm not sure. A Flight Manager came down and helped me with my belongings as I was now off the trip. We decided to have EMT's come and Med Link cleared me to deadhead home so I could see my general Doctor. The EMTs also felt that it was fine for me to fly home as well as I was able to move my fingers; hand and arm after they checked me out.




Synopsis: A B737 First Officer received an electrical shock when he plugged an iPad charger into aircraft power. The shock was sufficient to temporarily paralyze his arm and finger muscles. He was removed from the trip.
Date: 201305
Local time of day: 1201-1800
Location: DAB.TRACON, FL
Flight conditions: Mixed
Weather elements / visibility: Cloudy; Rain; 10
Light: Daylight
Aircraft: Lancair Legacy
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class E DAB
ATC / advisory: TRACON DAB
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Flight Engineer
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
Result: Flight Crew Took Evasive Action
Contributing factors: ATC Equipment / Nav Facility / Buildings; Human Factors; Procedure
Primary problem: Human Factors

Narrative: During the descent for landing at 7FL6; handoff from JAX Approach to Daytona Beach Approach was made about CARRA Intersection. Numerous rain showers with towering CU was observed both visually and by reference to WSI onboard weather. Communications were established with Daytona Beach Approach and I was asked if I had contact with the weather in the area. I responded that I did have the weather and planned to maneuver by threading thru the rain showers visually as much as possible. The Controller assigned a heading of 170 for descent from 10;000 to 6;000 feet. I indicated that I had the AWOS information for 7FL6 and was maneuvering to stay clear while descending.  Incredibly; I was then told by the Controller that 'you can't just fly whatever heading you want to; there's other IFR traffic.' I was told by this Controller that they would provide the heading (170) to remain clear of the moderate rain showers. Obviously; the Controller did NOT have both the visual and Satellite weather depiction that I saw. I repeated again that I was maneuvering with small left and right turns to stay in the clear in the descent. After a safe landing was made at 7FL6; I phoned the DAB Approach Supervisor to complain about this Controller. I told him that I did not appreciate the Controller's poor grasp of the flight situation or the attempt to intervene with safe conduct of the flight to landing. I emphasized that I would disregard any ground-based controllers input if I deemed it necessary for safe completion of flight.




Synopsis: General Aviation aircraft expressed concern regarding ATC handling during maneuvers to avoid weather. The reporter noted ATC's poor grasp of the flight situation.
Date: 201811
Local time of day: 1201-1800
Location: LGB.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Cloudy; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class E SCT
Second aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private; Flight Crew Instrument
Human factors: Time Pressure
Anomaly: Conflict NMAC
Detector: Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Airspace Structure; Human Factors
Primary problem: Airspace Structure

Narrative: Heading Eastbound at 4;800 [feet] MSL; above the LGB Delta airspace; and below the 5;000 Bravo shelf. Ceiling was unlimited at my position; clear below me; with visibility 10+ miles; except for low clouds extending eastward from the NW to SE approximately 3;000 feet laterally from my position; with tops about 4;800 MSL. As I was beginning to turn southeastward to keep cloud clearance and head for a higher Bravo floor; I received a TCAS traffic alert; 100 feet below; less than 1 mile; at my 11:00 [position]. I took immediate evasive measures including climbing and turning faster to the south. I curtailed my climb abruptly at the floor of Bravo. While I did not ever see the actual traffic conflict (in a turning climb away from target); the TCAS target appeared to cross almost directly under me; with only 300 feet separation. Knowledge of the Bravo shelf kept me from aggressively climbing to avoid the conflict. Had Bravo shelf not been there; I would have climbed much more aggressively higher.




Synopsis: GA pilot reported a NMAC that required an evasive maneuver while operating between the ceiling of Delta airspace and the floor of Bravo airspace.