elihoole/asrs-aviation-reports huggingface dataset:
Date: 202011
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent; Taxi
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Software and Automation
Primary problem: Software and Automation

Narrative: First flight in Aircraft X. We programmed the FMS with the intended runway for departure. Upon taxi clearance; we had a runway change of [Runway] XX. When we changed the runway the FMS deleted our fixes in between our departure and arrival. We proceeded to program the FMS again with all fixes and found no further issues. Next issue was our following flight from ZZZ1 to ZZZ2. We programmed landing into ZZZ RNAV Y XXL. Instead of showing the landing runway on FMS and MFD; it showed the missed approach point of ZZZZZ. Once reaching that point; two EICAS messages displayed. Vertical mode off and lateral mode off appeared with no FMA modes active. We also lost guidance from ZZZZZZ to the runway. We are unsure if in a missed approach guidance would be active if needed. Once we landed the EICAS messages went away and no further issue. Programming the FMS [for the next flight]; performance data showed us landing with 4;100 lbs of fuel. Once we started engine 2; we received a message to check fuel reserve with indicated landing fuel of 2;500 lbs. We stopped at hold short line of Runway XXL to further diagnose. We found the climb page showing us climbing at a speed of 138 knots (V2) to TOC (top of climb). This showed us taking a total of 43 minutes to TOC; which should have been 20 minutes. We tried to program the climb speed and switch to manual to see if it would recalculate but it did not work. We were above our planned fuel and calculated our fuel burn manually to find we would be safe to begin the flight. Once we advanced our power; it recalculated our landing fuel to our projected 4;100 lbs. No other issues came of this flight.




Synopsis: Flight Crew flying EMB175 aircraft reported multiple issues with the Flight Management System.
Date: 202107
Local time of day: 1201-1800
Location: SZT.Airport, ID
Flight conditions: VMC
Light: Daylight
Aircraft: Small Aircraft
Operator: Personal
Operating under: Part 91
Flight plan: VFR
Mission: Personal
Flight phase: Taxi
Airspace: Class E ZSE
ATC / advisory: UNICOM SZT
Second aircraft: Small Aircraft
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument
Human factors: Situational Awareness; Distraction
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Excursion Runway; Ground Incursion Runway
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Forgot to look for landing traffic. I have never done that before. Got distracted? Pulled out onto the runway with a small aircraft on very short final. He did a go around. It was very close. Glad one of us was awake. I pulled off the runway onto the grass.




Synopsis: A pilot departing SZT non-towered airport reported they taxied on to the runway to depart when they noticed another aircraft on short final. The pilot taxied off the runway onto the grass.
Date: 201605
Local time of day: 0601-1200
Location: MMTY.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Thunderstorm; Turbulence
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center MMTY
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: During cruise at 37000 feet in IMC (high stratus clouds) at .78 Mach 10 miles south of NLD we penetrated an embedded thunderstorm. Prior to reaching the storm flight conditions were smooth. Upon recognition of precipitation and onset of turbulence I immediately turned on the fasten seatbelt sign and told the first officer to reduce speed to .75 Mach. I immediately turned on the continuous ignition switch. The turbulence was initially moderate but escalated to severe. We had an altitude change of approximately 37300 then to 36700 in a matter of seconds. Airspeed came within a few knots of maximum. Airspeed; airplane attitude and altitude were uncontrollable for approximately 15 seconds. The autopilot never disengaged and we eventually regained our original altitude after adding some power. We passed through the storm in less than 30 seconds. After passing through it I called to check on the flight attendants and passengers. The flight attendants told me through the intercom they were okay and that the passengers had no injuries and were okay as well. We landed without incident.  If Monterrey Center has weather radar access it would have helped to have been alerted to the embedded thunderstorm prior to reaching it. I will be more proactive about turning on onboard radar when flying in IMC conditions even in smooth air.




Synopsis: CRJ-900 Captain reported loss of control of attitude and altitude for approximately 15 seconds as a result of severe turbulence associated with thunderstorm cell penetration.
Date: 201707
Local time of day: 1801-2400
Location: PHX.Airport, AZ
Weather elements / visibility: Windshear
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B PHX
ATC / advisory: TRACON P50; Tower PHX
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Contributing factors: Weather
Primary problem: Weather

Narrative: On arrival; PHX was experiencing wind-shear and microburst activity and a dust storm was approaching. On visual approach to runway 7R at PHX wind-shear and microburst alerts were activating; PIREPs were reporting 20 knot loss of airspeed on final. Elected not to descend at the VDP; fly straight through initial and avoid wind-shear conditions. WX Conditions remained over PHX airport and continued to degrade in the surrounding area. After 20 minutes of vectoring informed PHX Approach control that we will be reaching a fuel critical / emergency fuel state if not on the ground by then. Flight crew was coordinating with PHX Tower and Approach control; company dispatcher; PHX Ramp control; to find the safest place to land. Exercising Captains authority I decided to land ZZZ; [a nearby airport]. The landing was uneventful; ground support met us and we shut down; and the fuel system indicted total 10;800 LBS (200 LBS below our emergency fuel amount). The aircraft was serviced and after the severe weather was no longer a threat we took off and flew to PHX. All agencies were coordinated with during this evolution and Duty officer kept apprised of the situation and solicited for advice. Kudos to PHX approach controllers; Ground Services at ZZZ and my First Officer; who's new to the company and been on the line for 4months; all did a great job! Emergency was not declared; as soon a decision was made expeditious traffic handling got us over ZZZ in just moments. Weather forecasted other then what was actually encountered upon arrival. Give us more fuel! Closer monitoring of weather while enroute to destination.




Synopsis: Widebody Captain reported encountering un-forecast windshear and microburst activity upon arrival at PHX. After 20 minutes of vectoring the crew elected to divert; landing with 10;800 LBS of fuel.
Date: 202109
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Reporter function: Ramp
Human factors: Communication Breakdown
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Ground Personnel
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: We were ready to push so I grabbed the wands and raised them up and was walking to the [Vehicle Service Road] VSR. A small Air Carrier X vehicle was speeding fast on the VSR.  My arms were raised showing we were pushing. They never showed any intention of stopping; so we had to stop the push back. Training taught my class we were supposed to stop push back and not give vehicles on the VSR the X unless it was an air-start.




Synopsis: Ground employee reported a ground conflict between the aircraft they were pushing back and a vehicle traveling fast on the VSR.
Date: 201706
Local time of day: 1801-2400
Location: MSP.Airport, MN
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
ATC / advisory: Ground MSP
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Aircraft In Service At Gate
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Strong winds and a good landing by my First Officer allowed us to pull off of Runway 30R at taxiway Golf with relative ease. A short taxi to the gate. After the parking brake was set at the gate we were still in our two minute cool down period. My moment of alarm came when the forward cargo door was opened. Engines were still running and the beacon was on. My eyes immediately darted to the reflection of the aircraft from the terminal windows. I could then see the crew member in question was now away from the engine in a relative safe place. I elected to allow the engine to continue to cool down. I transmitted on the operations frequency to speak to the ramp supervisor for this gate. The engines were shut down and the parking check was completed. The ramp supervisor was very professional and said that he witnessed the crew member do what he did. I expressed my concern of how dangerous that was. While my First Officer was outside on the post flight; the crew apologized to him. I was informed by the ramp supervisor the team member in question was fairly new. Emphasize training to new hire ramp workers how dangerous this is. Somebody could have been killed.


Second narrative: We landed on 30R and taxied off the runway with a left hand turn. Ground cleared us to taxi and the ground crew was standing by to marshal us in. I completed the After Landing check as directed by the Captain. We were marshaled in and the Captain parked the aircraft and placed the parking brake on. I then announced 'cool down not complete'. No more than 10 seconds after the captain placed the parking brake on we received Red Waring lights; alarms and EICAS messages. These messages were for the front and rear cargo doors being opened by the ramp personnel while the engines were still running. I canceled the warnings and we waited for the required cool down period before the Captain shut down the engines and called for the parking check.


Synopsis: Air carrier flight crew reported ramp personnel opened both cargo doors prior to the engines being shut down.
Date: 201304
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: IMC
Light: Night
Aircraft: Dash 8-200
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Ground ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were for takeoff when we first heard a loud noise and rattle in the rudder pedals. A few seconds later we noticed it again and this time saw the green nose gear light was off and the red nose gear light was illuminated along with the gear handle light. I stopped the aircraft and asked my First Officer to tell Ground Control we needed to return to the gate. They gave us instructions to Taxi to the ramp. While making the turn back it happened again. Therefore; not feeling safe to taxi the aircraft I told ground we were stopping and would need a tow in to the gate. We coordinated with ramp; Dispatch; Maintenance; Airport Operations; and Operations in order to determine our plan of action to get the aircraft and passengers back to the terminal safely. We were told to not tow the aircraft in until Maintenance came out to the plane and secured the nose gear. After 30 minutes of waiting; Airport Operations ordered a people mover next to the plane in order to deplane the passengers and we were told to shut down our engines. I asked if we could keep 1 engine running until we were ready to tow since we were full and it would be getting hot quickly in the aircraft. They said that would be fine. It went back and forth between airport and company operations on whether to deplane the passengers on the people mover or at the gate from the plane after tow. At first we were told to keep the passengers on. However; after 45 minutes I made the decision to deplane on the taxiway since it was going to be a while before we got moving and the shuttle was next to the plane already. Passengers deplaned and we were towed in to the gate.




Synopsis: DHC8-200 Captain reports the nose landing gear attempting to retract uncommanded during taxi. The aircraft is stopped and the passengers deplaned to a bus before the aircraft is towed to the gate.
Date: 201505
Local time of day: 1201-1800
Location: BOS.Airport, MA
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 190/195 ER/LR
Operator: Air Carrier
Flight plan: IFR
Flight phase: Takeoff / Launch
Aircraft component: Autothrottle/Speed Control
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Rejected Takeoff
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Takeoff was rejected due to 'ENG [Throttle Level Angle (TLA)] NOT TOGA' message received during the takeoff roll. The message was received due to the autothrottles mistakenly NOT being armed during the Captain's 'Before Taking the Runway' flow. This occurred on Runway 9 after a quick taxi out and the pressure to meet our expected wheels up time.During the taxi out; we were unable to receive the close-out takeoff numbers through the ACARS and were task loaded due to the need for calling station Ops to manually copy the data. Once received; the heavier than expected takeoff weight caused us to reference the Weight Variation chart in the performance manual. Once valid takeoff date was entered and the checklists complete; we began the takeoff role at Max power. The First Officer (FO) was the pilot flying and I was the pilot [not] flying. When we noticed that the autothrottles were NOT armed; I attempted to arm them but we [had passed] the speed window that allows the function. '80 knots' calls were missed and at approximately the same time the 'ENG TLA NOT TOGA' caution was received. Since we had not made the '80 knots' call; a Rejected Takeoff was made at above 80 but below 100 knots. It was a clear; dry day. We comfortably made the turn off of runway 9 at Charlie taxiway. After the reject; the FO and myself debriefed the event; and referenced the QRH. Due to the high speed reject; a gate return and maintenance inspection ensued.After discussion with the FO; both of us were aware but not confident with the procedure of manually placing the thrust levers into the TOGA position. In the future; we are now fully aware that the takeoff can continue in a similar situation.Task saturation caused an important item to be omitted from the Captain's flow. When we accepted the takeoff clearance; it was agreed upon (incorrectly) that we were caught up and ready to depart. As the takeoff roll began and we accelerated; it became obvious that we were behind the aircraft and I decided to reject in the interest of safety.


Second narrative: [Report Narrative Contained No Additional Information].


Synopsis: ERJ-190 flight crew reported rejecting the takeoff between 80 and 100 kts because they failed to arm the autothrottles.
Date: 201308
Local time of day: 0601-1200
Location: LBE.Airport, PA
Flight conditions: IMC
Weather elements / visibility: Rain; 2
Light: Daylight
Aircraft: Bonanza 35
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Initial Approach
Airspace: Class D LBE
ATC / advisory: TRACON YNG
Aircraft component: Compass (HSI/ETC)
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Track / Heading All Types; Inflight Event / Encounter Loss Of Aircraft Control
Detector: Automation Air Traffic Control; Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Diverted; Flight Crew Regained Aircraft Control; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: While flying to LBE received vectors to ILS 23. Controller provided vectors just outside Zinta intersection. After loading approach and activating vectors to final I was cleared for the ILS 23 at or above 4;200 FT. As I approached the intercept to the ILS 23 the auto pilot failed to capture the ILS. While trying to determine issue the aircraft entered an unusual attitude. I disconnected the AP and recovered the aircraft from the unusual attitude. During the recovering I lost approximately 500 FT of altitude which triggered the Controller to state there was an altitude alert. I immediately climbed to 4;200 FT and tried unsuccessfully to capture ILS 23. After another attempt at the ILS 23 as well as GPS 23 I determined the Sandel HSI has not allowing the CRS pointer to be set to the correct course. I then requested to climb to 7;000 FT to get out of IMC and a direct heading to return. After returning I landed in VFR conditions. I scheduled a time to have the Sandel 3308 checked and the unit was found to have a course pointer malfunction.




Synopsis: BE35 pilot reports autopilot failing to capture the localizer during an ILS approach then entering an unusual attitude. The autopilot is disconnected and the aircraft returned to assigned altitude but the ILS is unsuccessful. A second attempt is also unsuccessful along with a GPS approach and the reporter returns to his home airport in VMC. The HSI is found to have a course selection anomaly.
Date: 202002
Local time of day: 0001-0600
Location: DFW.Airport, TX
Flight conditions: VMC
Aircraft: B737-800
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower DFW
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We landed and taxied to gate. Approaching the gate we cleared the area; both left and right. We made a comment at this hour we shouldn't have a repeat of yesterday's event. We were cut off by an baggage tug. We lined up on the DGS and clearing the area again I commented on a tug approaching from the left. This driver was going from our left to right. I flashed the landing light to get their attention. No doubt they saw this as it was [early morning]. I slowed down as I wasn't sure they were going to stop and flashed the lights again. They made no effort to stop or even slow down. This was the second event at DFW in 24 hours.This is a systemic problem with DFW drivers. There is zero enforcement of the rules. If they were enforced we'd not see these types of incidents happen at the rate at which they are occurring.Enforce the driving rules. This is getting worse instead of better.




Synopsis: B737-800 Captain reported a near collision with a baggage tug while lining up to park.