elihoole/asrs-aviation-reports huggingface dataset:
Date: 202107
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Chancellor 414A / C414
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Elevator Trim System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Communication Breakdown; Workload; Time Pressure
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: The trouble started on a busy arrival into ZZZ trying to comply with approach's request to descend over 2;000 FPM for a crossing altitude of 11;000 [feet] at ZZZZZ from 17;000 [feet] at that point the trim actuator failed trying to comply. At that point it caused a warning horn affecting the ability to hear well in the cockpit. I missed a frequency. I heard and read back XXX.XX but I programed XXX.XY. After getting on XXX.XX I was given what I though was 2;000 [feet] and read back 2;000 [feet]. It was really 2;600 [feet]. I descended to 2100 as approach was clearing me for the approach and caught the low altitude. Approach told me low altitude alert and to maintain 2;600 [feet] until established on the localizer. I immediately climbed to 2;600 [feet]and joined the localizer.




Synopsis: Cessna 414A single pilot reported a CFIT event during a high workload approach. Pilot overcame workload and executed a safe landing.
Date: 202010
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 (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Workload; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight; In-flight; Aircraft In Service At Gate; Taxi
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Human Factors

Narrative: Passenger seated on X4 continued to disregard our request for him to keep his facial covering on at all times. We asked him several times (FA's # A; B & C) but continued to disregard our request. I even gave him a face mask but still; no compliance. Passenger seated nearby in X6 was very disturbed by it.




Synopsis: Flight Attendant reported a passenger would not comply with the face mask policy.
Date: 201810
Flight conditions: VMC
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Aircraft component: Pilot Seat
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Upon level off; the Captain was going to retrieve something and moved his seat in the aft position (I was flying the aircraft). There was a strange noise coming from seat controls and the seat got stuck in the fully aft position. Despite attempts to free whatever made the seat stuck including enlisting the help of a Flight Attendant; the seat stayed stuck. Maintenance Control and Dispatch were involved via SATCOM. They also suggested to force the seat free. Multiple attempts did not produce success. We [notified ATC] going into ZZZ as Captain could not reach the controls nor taxi nor set brakes. We got the longest runway most aligned with gusty winds. First Officer (FO) did the landing and taxied off the runway on high speed taxiway. Uneventful. After clearing the runway we were towed into the gate.


Second narrative: During cruise flight; my seat got jammed in the aft position and I was not able to adjust the seat forward for the duration of the flight.  The First Officer was the Pilot Flying and made a normal landing in ZZZ without incident.  We cleared the runway and got towed-in to the gate.


Synopsis: B777 flight crew reported the Captain's seat became stuck in the most aft position. First Officer landed aircraft uneventfully.
Date: 201902
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant In Charge
Reporter qualification: Flight Attendant Current
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Attendant
When detected: Aircraft In Service At Gate
Contributing factors: Company Policy; Human Factors
Primary problem: Company Policy

Narrative: I was the Number 1. Agent came down to board. We still had not been catered. Agent called for catering. We're informed they're running late; cannot cater through the 1R (Number 1 Right Hand Cabin Door) due to equipment and gates/ac (Aircraft) being too close. Catering said they will bring carts up through the aisle once boarding is complete.  I told the agent this is unacceptable as carts are not allowed out in the aisle on the ground during or even after boarding is complete. We will have to delay boarding. I then informed the pilots of the situation. Another agent came down to say the tower said it was ok and to board. Once again I explained the safety aspect of why this can't be done. Then 2 [Service Managers] came down and said the FAA allows [this airport] to bring catering carts through the aisle on the ground with a fully boarded aircraft. This is not safe.  Carts would be blocking egress to pax exit in the event of an emergency deplaning.I contend this is a safety violation as carts in the aisle on the ground block egress to passengers only exit in an emergency deplaning; that of 1L (1 Left Hand Cabin Door.) Caterers are not allowed to enter the aisle with carts during deplaning until all passengers have exited. Additionally; we are prohibited from bringing carts out on a ground delay and that's with every emergency exit door being armed. Why is ZZZ treating boarding as an exception to safety? They are compromising passenger safety and I categorically view this as a safety violation.




Synopsis: Flight Attendant reported being told by Gate Agents and Managers to allow catering to bring carts down the aisle after passengers are boarded in violation of company safety policy.
Date: 201908
Local time of day: 0001-0600
Location: ZAU.ARTCC, IL
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZAU
ATC / advisory: Center ZAU
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness; Confusion; Distraction
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; Flight Crew Regained Aircraft Control; Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: During cruise flight the autopilot commanded a descent like it was trying to capture a path from above. The aircraft descended below the selected FCU altitude so the Captain turned off the autopilot and arrested the descent where we leveled off about 1;100 feet below FCU selected altitude of FL360. We informed ATC and climbed back up to FL360. We noticed the FMGC 2 was going blank and then coming back on so we used Autopilot 1 the rest of the flight even though I was flying.




Synopsis: A319 First Officer reported autopilot did not maintain altitude during cruise flight.
Date: 201908
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Light: Daylight
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown; Confusion
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: I was the Pilot Flying on aircraft; on a flight from KIAD to ZZZZ. [Copilot] was PIC; and acting as Pilot Monitoring. On climb out from KIAD; we were flying the Jacoby 3 departure; Swann transition. We were given clearance to climb to FL210 and to contact the next Sector Controller. We did so and were given the instruction to 'turn twenty degrees right for traffic'. After complying with that instruction we were level at FL210 heading 120 at approximately 300 KIAS. Our next instruction from Washington Center was to 'maintain two seven zero'. I understood this to mean to continue our climb to FL270 so I set 27;000 [feet] in the MCP and selected VNAV to initiate the climb. [Pilot Monitoring] responded by stating 'climb and maintain FL270'. We were then given an instruction to go direct BROSS intersection. I selected BROSS on the FMS and after concurrence from [Pilot Monitoring]; reenabled LNAV. As we were climbing through approximately 23500; Washington Center asked us what our assigned altitude was. [Pilot Monitoring] replied FL270 and the controller said 'no; that was an assigned speed; two seven zero knots' and gave us a new assigned altitude of FL250. I immediately enabled the speed window and slowed to 270 and reset the altitude window to 25;000 [feet]. We were then handed off to the next controller and the rest of the flight was conducted normally. Weather conditions were VFR with excellent visibility and at no time did we encounter any traffic either visually or on TCAS. I believe the cause of the event was nonstandard terminology on ATCs part and conformation bias on my part. I was expecting a climb instruction so that is what I heard.




Synopsis: B767 First Officer reported an altitude excursion and a speed deviation; both likely due to non-standard radio phraseology and failure to clarify ambiguity.
Date: 201509
Local time of day: 1801-2400
Location: LAX.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Ground LAX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: ATC Equipment / Nav Facility / Buildings; Airport
Primary problem: ATC Equipment / Nav Facility / Buildings

Narrative: Departing LAX and expecting 24L but; because of Runway 24R being closed; they assigned 25R. We were so concentrating on accomplishing the departure plan change that we did not review the 10-9 page for taxiway hotspots for intended runway.We were taxiing east on B and cleared by Ground to taxi to Runway 25R. When Ground switched us to Tower; we were approaching 25R and neither of us saw the sign for 'all aircraft hold here' short of Taxiway F. Tower inquired if we were going to hold short; but we had already entered the intersection. There were no other aircraft in vicinity of intersection and it sounded like Tower was getting ready to clear us anyway.We managed to plan; brief; and execute the runway change in the FMC and accomplished all required checklists for departure but; in hindsight; should have incorporated the taxi route and a review of the 10-9 page as well especially when using an unfamiliar runway. We also think that Ground Control could have alleviated the entire problem by issuing a clearance to taxi on B and hold short of F before switching to Tower.


Second narrative: We had set up to depart on Runway 24L. When we called for taxi; Ground assigned us Runway 25L. I was programming the [computer] while we were taxiing out. We were cleared to taxi to Runway 25L via Bravo by the LAX Ground Controller on 121.75. I had the [computer] in my hand so that we could run the Departure Plan Checklist and I didn't see the airport information sign prior to Taxiway Foxtrot. Passing through the intersection; Tower called and asked if we were going to stop [at] Foxtrot. We thought we were cleared to taxi full length because we had missed the sign.


Synopsis: A Large Transport flight crew reported being assigned a runway different from what they expected while taxiing out for takeoff. They neglected to brief the revised taxi route and missed the airport sign 'all aircraft hold here' short of Taxiway F. They did not hold short and ATC called to admonish them.
Date: 201508
Local time of day: 1201-1800
Location: ZZZ, US
Flight conditions: VMC
Light: Daylight
Aircraft: Skyhawk 172/Cutlass 172
Operator: FBO
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Landing
ATC / advisory: CTAF ZZZ
Aircraft component: Elevator ControlSystem
Component problem: Improperly Operated
Reporter organization: FBO
Reporter function: Instructor; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Human factors: Training / Qualification; Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Object; Ground Excursion Runway; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Object
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: While practicing soft field takeoff in a Cessna 172; primary student with close to 150 hours of flight training for unknown reasons pitched the nose of the airplane up harshly and from what it seemed banked to the left as he increased the pitch while not having enough rudder in for that amount of pitch. [I]; being [the] CFI at the time of this event; grabbed the controls of the aircraft and immediately pitched the nose down. By that time; we were to the left of the center line and close to the edge of the 40 foot wide runway. Because of timing my immediate concentration was devoted to getting the pitch down and I could not bank and get us back on the center line that close and slow to the ground. After I recovered we proceeded with normal climb and pattern. We went around on the first approach and touched down on the second one. The student used aerodynamic braking at first and when we needed to use foot brakes to make sure the aircraft stopped in adequate distance; the airplane [swung] to the right; I grabbed the controls trying to get it back on center but it seemed like our left brake did not work and rudder was not too effective on the 40 foot wide runway. The airplane then skidded off into the grass and I maintained control until we stopped in a small bush with branches less than 1/8-1/4 [inch in] diameter. The mixture was pulled seconds prior to impact. There were no injuries or even scratches on the plane; it was all intact and only first 12 inches of the nose went into the bush. It turned out after the event; and after reviewing airport recordings; that while recovering from high pitch attitude which happened in split seconds; left main gear of the aircraft struck high standing airport runway light which [damaged] our brake.




Synopsis: C172 instructor pilot reported his student applied excessive pitch on a practice soft field takeoff and lost directional control; hitting a runway light and damaging a brake in the process. The subsequent landing proved difficult to control with the brake damage and the aircraft departed the runway.
Date: 202009
Location: CIU.Airport, MI
Flight conditions: VMC
Light: Night
Aircraft: Any Unknown or Unlisted Aircraft Manufacturer
Flight phase: Taxi
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
Result: General None Reported / Taken
Contributing factors: Chart Or Publication
Primary problem: Chart Or Publication

Narrative: Sometime in late 2018 or early 2019 the Flight Service frequency was changed to 122.6 by NOTAM. Upon expiration of the NOTAM; the frequency never made it into FAA and Jeppesen chart updates; which frequently leads to pilots being unable to contact FSS to cancel IFR after landing and/or obtain an IFR clearance prior to departure. Toronto Center; who has jurisdiction for this airspace; does not have radio coverage on the airport surface; and we depend on FSS to perform this function. The cause of this event is a failure to list the correct FSS frequency on FAA and Jeppesen charts. The FAA and Jeppesen need to list 122.6 as the primary FSS frequency; and delete the other two frequencies after verifying they are in fact decommissioned.




Synopsis: Pilot reported that the Flight Service Station (FSS) frequency associated with CIU Airport is not correct in FAA and Jeppesen charts and needs to be updated.
Date: 201302
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: Light Sport Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Climb
Airspace: Class D ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Exterior Pax/Crew Door
Component problem: Failed
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Sport / Recreational
Human factors: Physiological - Other; Time Pressure; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Ambiguous

Narrative: I departed runway and was cleared to make right turn heading south southeast. While climbing to 2;500 FT MSL my canopy blew open causing a struggle to control the aircraft. I immediately tried to radio the Tower but my headphones blew off into the back of plane. I struggled to keep control of aircraft while trying to hold the canopy down. For fear that I would lose the canopy and strike the tail of the plane I hung onto the canopy with one hand while flying with the other. I had no one in the plane to assist me during this event. Each time the canopy got away from me in the below zero temperatures; and extreme pressures; the plane nose dived losing altitude. I recovered barely before the ground. I made a turn to go back to the airport 4 miles back. I was not able to reach for the transponder or radios as this was an emergency. I flew back without being able to radio the Tower and landed on runway after checking final was clear. When I cleared the runway I reached into the back and retrieved my headphones. I called the Tower then and was advised to phone the Tower. I described the incident to the Tower and told him I could not take my hands off the canopy and controls. This incident was a struggle for my life. The incident that caused this may have been the latch was not fully locked or the headphone wire was partially in the latch. To correct for this to never happen again I am going to check that the latch is locked and secured and nothing is entangled in it. I am also going to put a secondary strap to secure canopy so if it did open up one can fly with two hands and keep control of the aircraft.




Synopsis: An Evektor Sport Star canopy came opened in flight probably because it was not fully latched but the pilot barely able to control the aircraft while keeping the canopy on; made an emergency NORDO return to the departure airport.