elihoole/asrs-aviation-reports huggingface dataset:
Date: 202111
Local time of day: 1801-2400
Location: ZMP.ARTCC, MN
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Climb
Airspace: Class A ZMP
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: Confusion; Communication Breakdown
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Our filed cruise altitude was FL370. At the time of the event; we were climbing through FL300 for our last cleared altitude of FL310 near the ODI VOR. ATC called us and said 'Aircraft X; climb and maintain FL........' I could not hear the last part of the transmission over someone saying '[political utterance]' on the guard frequency; which the PM and I were both monitoring on the 2nd comm radio. The PM thought he heard FL350 and I wasn't sure what I heard; although I had already started spinning up the altitude pre-select knob. For a minute while we tried to request clarification on a busy center frequency; there was confusion between myself and the PM on whether to continue climbing or leveling at FL310; which was quickly approaching. The PM eventually clarified the clearance to FL350 and we continued to climb with no incident. We were unable to fully hear a clearance from ATC because of inappropriate use of the guard frequency. This 'trend' seems to be increasing recently so it's no surprise it eventually led to us missing a clearance and causing unnecessary confusion in a critical phase of flight (less than 1;000 ft. to level-off). I'm submitting this as a data point of inappropriate use of the guard frequency.




Synopsis: Air carrier First Officer reported missing the last part of an ATC clearance due to chatter on guard frequency which the flight crew was monitoring. The reporter stated the chatter seems to be increasing and causes confusion at critical phases of flight.
Date: 201410
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: Falcon 2000
Operating under: Part 135
Flight phase: Parked
Aircraft component: Aileron Control System
Component problem: Malfunctioning
Reporter function: Technician
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft; Human Factors; Incorrect / Not Installed / Unavailable Part
Primary problem: Human Factors

Narrative: Working with Aircraft Maintenance Technician (AMT) in ZZZ on a Dassault Falcon DA-2000 aircraft. The crew discrepancy reported during flight that the ailerons felt 'no where near normal; and were very sloppy when flown by hand'.  We opened the cockpit floor boards 114DZ and 114FZ to inspect the roll Artificial Feel Unit (AFU) and related components. After removing the panels we discovered the sloppy ailerons were caused by the fact that the aft attach hardware for the roll AFU had fallen out due to the pin not being safe-tied. This allowed the AFU to pivot out of position. Upon further inspection we noticed several other item were not properly safe-tied. On the roll trim actuator neither end was satisfactorily safe-tied and neither was the length adjusting jam nut. We also noted the AFU was installed with the drain hole on top; this should be within 10-degrees from the bottom. We also found two nylon anti-rotation washers laying in close proximity to the pin that fell out of the roll AFU. We are no sure where those came from. Mechanic Z is looking into that. The Maintenance Manual (M/M) procedure frequently tells you 'not' to safety the attaching hardware after each and every time it tells you to install it; because there is a good chance you will need to take it back apart to make adjustments. In this type of situation I would suggest one makes a point to triple check that all items worked are safe-tied once the rigging procedures are complete. Aileron feels sloppy in flight.  The Aileron controls; roll AFU and roll trim actuator are under copilot seat floor boards.




Synopsis: While troubleshooting; a flight crew reports that the ailerons felt 'nowhere near normal and were very sloppy when flown by hand.' An Aircraft Maintenance Technician (AMT) finds the aft attach hardware for the roll Artificial Feel Unit (AFU); had fallen out due to the pin not being safe-tied. The roll Aileron Trim actuator was also; not properly safe-tied. The Dassault Falcon DA-2000 Maintenance Manual (M/M) instructs Maintenance 'not' to safety attaching hardware until rigging is completed.
Date: 201605
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: Thunderstorm; Windshear
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Troubleshooting
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed As Precaution
Contributing factors: Aircraft; Human Factors; Weather
Primary problem: Weather

Narrative: On approach; windshear gain 10 to 15kts reported. Tail wind at altitude. Had a difficult time slowing down was at 190 gear down at FAF. Configured to flaps 30. Stable at about 900 feet. Sometime after completion of the landing checklist had a gust up to load relief limit. But stable again by 500 feet. Inside 500 got too low terrain calls on GPWS. We were on glide path and stable; elected to continue. During this evolution the captain realized the flaps were at 25; he rechecked the flap handle position. It was at 30. Flap load relief had activated after landing checklist had been completed; but flaps remained stuck at the 25 position with the speed at 160. We elected to land; due to the severe weather; and wind shear reports in the vicinity of the airport.I was confused by the too low terrain call; we were stable on the glide path when we got this call. It did cease; but am not sure when. We never did get a too low flaps; which was my expectation. Now; I think it is due to flap handle position logic but was unable to confirm it in the book.


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


Synopsis: B737 flight crew reported windshear conditions on short final caused an overspeed of the flaps.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: Mixed
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight phase: Initial Climb
ATC / advisory: Center ZZZ
Aircraft component: Air Data Computer
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Departed ZZZ following radar vectors and assigned altitudes. We entered IMC (Instrument Meteorological Conditions) conditions and shortly thereafter we received erroneous readings on airspeed and altitude from both primary flight displays. I assisted the FO (First Officer) in attempting to keep the plane under control; but quickly had to take control of the plane due to large pitch changes taking place from bad information from the flight directors. After disconnecting the autopilot and auto throttle I was able to get level pitch and a thrust setting for straight and level. I was able to determine the standby instrument was the most reliable and used that while the First Officer ran the QRH (Quick Reference Handbook) for airspeed unreliable to maintain a safe level flight. There had been prior to me taking control altitude deviations of 2;000 ft. and the airspeed was rolling back on my PFD (Primary Flight Display) to speeds from 0-162 kts; while the First Officer's ranged from 250-320 kts.The flight exited the clouds and we were VMC (Visual Meteorological Conditions). To assist the First Officer; I completed radio transmissions. I demanded lower altitudes to remain clear of IMC conditions. Once below the clouds; I was able to work with the First Officer for completion of the QRH; setting up an approach; and completing necessary checklists. The speed brake would not arm; during the approach; so at touchdown I had to manually deploy the speed brake. This all happened very quickly and I never was able to formally advise ATC due to excessive workloads. I was provided priority handling by ZZZ Center and ZZZ Approach. The approach was a visual with a successful outcome.[Causal factors]; failure of one or both air data computers or associated systems. It is unknown by the pilot what those might specifically be.




Synopsis: B737-800 flight crew encountered loss of Air Data Computer in flight.
Date: 201706
Local time of day: 1201-1800
Location: HNL.Airport, HI
Flight conditions: VMC
Weather elements / visibility: 10
Light: Daylight
Aircraft: PA-31 Navajo/Chieftan/Mojave/T1040
Flight plan: None
Flight phase: Landing
ATC / advisory: Tower HNL
Second aircraft: Commercial Fixed Wing
Reporter function: Single Pilot
Reporter qualification: Flight Crew Multiengine
Anomaly: Inflight Event / Encounter Wake Vortex Encounter
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Procedure
Primary problem: Ambiguous

Narrative: Aircraft wake upon touchdown [at HNL].




Synopsis: PA-31 pilot reported encountering wake turbulence upon touchdown at HNL.
Date: 202010
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: Commercial Fixed Wing
Operator: Corporate
Flight plan: VFR
Mission: Training
Flight phase: Other Procedural
Reporter organization: Corporate
Reporter function: Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Confusion
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Other after flight
Result: General None Reported / Taken
Contributing factors: Chart Or Publication; Environment - Non Weather Related; Procedure; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: On date I was informed by my manager that our aircraft registration had expired on [date].  I operated one training flight as PIC on [date]. I am guilty of just ensuring that the document was onboard the aircraft while not ensuring that it was valid.  A contributing factor is that the aircraft registration is addressed to our company headquarters; which is a different address than our hangar.  Due to COVID related staffing; our FAA reminders were never delivered to our hangar.  It is still my responsibility to ensure that the correct documentation is on the aircraft prior to flight. We have instituted the following changes to ensure this does not happen again:1.  Added the registration expiration to our maintenance tracking software.  This will flag our maintenance team when expiration is near.  It will also be printed on the preflight form used by the pilots.2.  Training will occur and language will be added to our Operating Procedures and/or our expanded normal procedures document to ensure that a valid registration is on board.3.  A consultant company has been hired to automatically renew our registration and deliver it directly to our hangar.




Synopsis: Pilot reported flying an aircraft with an out of date registration.
Date: 202008
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Dusk
Aircraft: B737-900
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Human-Machine Interface; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing thru 25;000 ft.; engine 2 hydraulic low pressure illuminated. Did QRH [procedure] after checked hydraulic quantity and pressure. Quantity was 8% and pressure was normal 2980. A few minutes passed and then pressure dropped to 0 and elec 1 low pressure light illuminated and FLT (Flight) Control low pressure illuminated. Started the Loss of System B QRH and [requested priority handling] with Center for a return. Talked with dispatch and got rerouted. The QRH went smoothly with plenty of time for alt flap extension and flap 15 landing. Smooth overweight landing. We had smoke coming from the number 2 engine. We shut it down and taxied to our gate and parked. Maintenance inspected the engine and passengers deplaned. After clearing the runway I would of shut down the #2 engine and shut off the right pack to make sure no hydraulic smoke entered the cabin.




Synopsis: B737 Captain reported engine 2 low hydraulic pressure during climb.
Date: 201409
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Communication Breakdown; Confusion; Distraction; Physiological - Other
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: Level at FL380 approaching top of descent; we received a Right Pack Off and Right Pack Temp message. As we started the checklist for Right Pack Off; we received a Left Pack Off and Left Pack Temp message. All three of us including a company jumpseater donned oxygen masks and I asked for lower altitude. ATC kept giving us lower altitudes but not 10;000. I declared emergency with ATC. Jumpseater was working through checklist while I talked to ATC; captain kept flying airplane. Captain never switched to oxygen for his mic so I couldn't understand what he was asking me to do; jumpseater in the normal observer seat (behind FO) doesn't have a radio control panel so it was hard to understand what he was saying too. We eventually reset both packs and regained control of cabin altitude as it was reaching 10;000. Leveled off at FL240 and remained there until we started normal descent into our destination.




Synopsis: When both left and right packs over temped and shut down; the flight crew of a B757 began an emergency descent and declared an emergency. Communication on the flight deck was compromised by improper use of the oxygen mask microphones. The packs were reset during the descent; the cabin stabilized at 10;000 feet; and the descent stopped at FL240. A normal descent for landing was made as they approached their destination.
Date: 202009
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty)
Reporter qualification: Flight Attendant Current
Human factors: Communication Breakdown; Distraction; Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Passenger Misconduct
Detector: Person Flight Attendant
When detected: Pre-flight
Contributing factors: Company Policy; Human Factors; Environment - Non Weather Related
Primary problem: Human Factors

Narrative: Passenger would not wear appropriate face cover and became confrontational. The event escalated to the point I had a stress related ocular migraine and was forced to call out sick from the aircraft and seek medical attention. In the event I possibly broke a minimum crew regulation by not waiting for a crew member replacement before attaining medical attention.




Synopsis: Flight Attendant reported a confrontational passenger who did not want to comply with face mask policy.
Date: 202004
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Taxi
Airspace: Class C ZZZ
ATC / advisory: Ground ZZZ; Ramp ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Communication Breakdown
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Ambiguous

Narrative: Received in-range report from ACARS. Gate XX. No NOTAM; Company page or ACARS message that Gate XX was a tow-in gate. Approaching Gate XX Captain had green light and turned in. Once turned in could not see the line-up lights as it appeared they were inoperative. Captain immediately stopped the airplane. The green light was removed and replaced with red lights. A few minutes later Maintenance came on the service phone and said towing in. We started to move forward; went through the trapeze bar and continued toward the build. I felt we were not going to stop before we got to the building and yelled stop but I think the Captain and First Officer were thinking the same thing as brakes were immediately applied. Maintenance then said we had broken the tow bar and they were going to get another and push us back; which they did. The Maintenance Personnel upon enter said he was pulling for the 767 mark. We entered an AML entry so the nose gear and the top of the airplane would be inspected.Lack of information provided to the crew that this was to be a tow in gate. In addition; I think Maintenance got distracted and was pulling for the 767 mark instead of the MD11 mark. The two are separated by quite a bit of distance.




Synopsis: MD-11 Captain reported breaking the tow bar during tow in after lack of communication lead to hard braking.
Date: 202008
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Time Pressure
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Weather; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: At normal 500 feet mark; Pilot Monitoring called 'Stable; Cleared to Land Runway XXL' to which Pilot Flying replied; 'Landing'.  Pilot Flying was observed to be within parameters of stable approach to land during all phases. Winds were variable out of the east. Pilot Monitoring remarked a CRJ holding short for departure on [Runway] XXL as the flight approached runway to land. As aircraft crossed threshold; aural cadence stated '50....'then; startling us both; it sounded '40; 30; 20; 10' rapidly as the cadence sped up. Pilot Flying held pitch and applied power to attempt to slow descent rate but it seemed as though the bottom dropped out immediately.  Aircraft landed firmly.It was a startling event and one which took us by complete surprise. I wonder if there could be a connection between the CRJ holding short; perpendicular to the numbers and the easterly; variable winds--possibly generating a unique mechanical turbulence which caused the rapid decay in descent so close to the runway.Everything leading up to the '50' aural call was stable and within normal parameters.  I'm not certain this event could have been 'prevented'; per se; as it happened so very quickly; and close to the runway.  Pilot Flying absolutely attempted to mitigate the rate by adding power and holding pitch.




Synopsis: B757-200 First Officer reported that the approach to landing was stable up until 50 feet AGL; then the descent rate rapidly increased; resulting in a firm landing.